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ENGINEERING    LIBRARY 
OF 

WILLIAM   B.  STOREY 

A  GRADUATE  OF 

THE    COLLEGE    OF    MECHANICS 
CLASS   OF  1881 

PRESENTED  TO  THE  UNIVERSITY 
1922 


MAINTENANCE  OF  WAY 

STANDARDS 


ON 


AMERICAN    RAILWAYS 


AND 


Rules  and  Instructions 

GOVERNING   ROADWAY 
DEPARTT1ENTS 


CHICAGO 

ROADMASTER  AND  FOREMAN,  Publishers, 

87-93  S.  Jefferson  St. 

1896. 


Entered  According  to  Act  of  Congress,  in  the  Year  1896, 

BY  B.  S.  WASSON  &  CO., 
In  the  office  of  the  Librarian  of  Congress,  at  Washington. 


INDEX  TO  RAILROADS. 


SECTION  I.— EASTERN  ROADS. 
Boston  and  Albany  Railroad— Pages  1  to  24. 
Baltimore  and  Ohio  Railroad— 25  to  110. 
Philadelphia  and  Reading  Railroad— 111  to  123. 
Pennsylvania   Railroad— 124  to  171. 

New  York  Central  and  Hudson  River  Railroad— 172  to  204. 
New  York,  Lake  Erie  and  Western  Railroad— 203  to  215. 
Michigan  Central  Railway— 210  to  281. 

SECTION  II.— SOUTHERN   ROADS. 

Cincinnati,  New  Orleans  and  Texas  Pacific  Railroad— 282  to  303. 
Louisville  and  Nashville  Railroad— 304  to  348. 
Illinois  Central  Railroad— 349  to  397. 

SECTION   III.— WESTERN   ROADS. 
Atchison,  Topeka  and  Santa  Fe  Railroad— 398  to  443. 
Chicago.  Burlington  and  Quincy  Railroad — 444  to  451. 
Great  Northern  Railway  Line — 452  to  457. 

SECTION  IV.— MISCELLANEOUS  ROADS. 
Union  Pacific  Railway— 457  to  467. 
Central  Railroad  of  Georgia— 468  to  475. 
Southern  Railway — 176  to  481. 

Lake  Shore  and  Michigan  Southern  Railway— 4X2  to  483. 
Chicago  and  Northwestern  Railway— 484  to  4!»2. 
New  York,  New  Haven  and  Hartford  Railroad — 493  to  499. 


INDEX  TO  ILLUSTRATIONS. 


Angle  Bars-IS.  r,8,  60.  139,  212,  213.  214,  243,  .'509.  358.  417,  418,  450. 

466,  467.  474,  476,  494,  496,  497,  499. 
Block  Signal  Towers— 95.  163  to  171.  inclusive. 
Bolts,  Track— SO.  61,   103.  139.  212,  213.  214,  243,  309,  358,  417,  418, 

450,  466.  467.  476.  494,  496,  497,  499. 
Cattle  Guards— 87,  228. 
Car  Stop  (buinper)-102.         ^  O  6  9  '  )  7 


IV  CONTENTS. 

Frogs  Spring— 08,  09,  72,  73,  140,  233,  2S.).">.  :!2l,  3r><>.  490.  401. 

Frogs,  Rigid— 62,  03,  04,  05,  00,  07,  70,  71,  141,  357,  410,  405,  488. 

Guard  Rails-248,  314,  317,  307,  404,  472. 

Hand-Car  Houses— 90. 

Joints— 18,  58.  GO,  139,  212,  213,  214,  243,  309,  358,  417,  418,  400,  407, 

474,  470,  494,  496,  497,  499. 
^lail  Bag  Cranes-100,  101. 
Nut  Locks— 212,  213,  214,  358,  400. 
Penstocks— 98,  99. 
Rail  Sections— 18,  19,  59,  01,  139,  191,  212,  213,  214,  243,  309,  357,  358, 

417,  418,  450,  400,  407,  474,  476,  494,  496,  497,  499. 
Relay  Box— 433,  430. 
Roadbed  Sections— 11,  28,  29,  34,  35,  40,  41,  113,  114,  115,   120,   132, 

133,  138,  175,  170,  187,  207,  209,  211,  221,  280,  289,  300,  352,  353, 

402,   403,   404,   44(5,   447,   454,   455,   456,   457,   459,   460,    461,    462, 

468,  469,  470,  471. 

Road  Crossings— 88,  182,  183,  198,  199.  325,  330,  463,  475. 
Signals— 149  to  161,  inclusive. 
Signs— 89,  90,  91,  434,  435,  430,  437. 
Switch  Stands— 49,  50,  51.         v 

Switches,  Split-45,  40,  47,  48,  239,  292,  314,  367,  473,  482,  485,  486. 
Switch  Ties,  bills  of— 85,'  80,  397. 
Tell-Tales— 92,  93. 
Tie  Plates— 192,  478,  552,  553. 
Track  Spikes— 104,  139,  466. 
Tools— 105  to  110,  inclusive,  555,  556. 
Watch  Boxes— 94. 
Water  Tanks— 97. 


GENERAL  ALPHABETICAL  INDEX. 


A. 

Accidents— 77,  324,  373. 
Addresses— 240. 
Alignment  of  Track— 203,  200. 
Angle  Bars— 38,  501  to  511. 

B. 

Ballast,  Handling  of— 25,  200,  304,  350. 

Bolts,  Specification  of— 103. 

Bolts,  Standard— 501  to  511,  inclusive. 

Bridges,  general   information— 277,  301,   303,   385  to  394,   inclusive, 

438  to  444,  inclusive. 
Bumpers,  Standard— 512. 


CONTENTS.  V 

c. 

Cars,  Hand,  Regulations  for— 74.  222.  2:;n.  231.  320.  :!74.  40."),  400. 

Car  Houses.  Specification— 513. 

Carpenters.  Kulfs  for— 122,  12<i.  i:;u. 

Cars.  1'nsli.  Regulations  for— 74.  230.  231,  320    374,  4or>.  4OO. 

Cattle  (Juards— 277,  513. 

Clearance— 250,  254. 

Construction  Trains— vj.  s::.  s4.  2;»!».  332  to  335,  inclusive,  380,  381. 

Crossings — 253. 

Culverts-  21i ». 

Curves— 21)7,  3G2,  303,  304.  305.  452,  453. 

D. 

Danger  Signals-  21'.»  to  22'J.  inclusive.  320,  322.  37O.  371.  401,  448. 
Ditching    :;i.  •_'."•'.».  :;i>4.  34'J,  420. 

E. 

Electrical  Apparatus— 22. 
Elevation  of  Curves- 55,  50.  57.  312,  313,  314,  304,  305,  410,  452,  453. 

F. 

Fences— 222,  251,  400. 
Freight,  Found— 251. 
Frog  Blocking-275. 
l-'nurs,  proper  condition  of— 274. 

Frogs,  Rigid.  Standard— 514.  515.  5K5.  517,  519,  521,  522,  523. 
Frogs,  Spring.  Standard-510.  517.  518,  510,  520,  521,  522,  523. 

C. 

(iage.    Regulations  for— 205. 
c,ar<-s,  Regulations  for— 250. 
Cnard  Rails.   Care  of— 305,  366. 
Guard  Rails.  Standard— 523,  524. 

I. 

Inspection  of  Track— 14. 

J. 

Joints.  Care  of-205.  269.  360. 

Joints.  Standard  —501  to  511,  inclusive. 

M. 

Mail  I'.ag  Crane-im.  524. 

Material  Shipments— 22.  25!i.  27i>.  323. 

Material,  Use  of— 215,  280.  323.  372.  378. 

o. 

Obstructions     to   Trains— 22o.   252.   254.   400. 


vi  CONTENTS. 

P. 

Penstocks— 524,    525. 

Policing,  Rules  for-79.  80,  81,  82,  215,  327,  328,  375,  421. 

R. 

Rails,  Renewal  of— 280,  310,  311,  312,  359. 

Rail  Sections,  Standards— 501  to  511  inclusive,  525,  526. 

Records— 172  to  204  inclusive,  232  to  244  inclusive. 

Regulations  for  Roadway  Employes— 7  to  14  inclusive,  25  to  84  in- 
clusive, 111  to  123  inclusive.  216  to  281  inclusive. 

Reports— 172  to  204  inclusive,  232  to  244  inclusive,  329,  376,  377, 
378,  424  to  429  inclusive. 

Requisitions— 232. 

Road  Bed,  Care  of— 25,  205. 

Road  Bed,  Standard  Sections— 529  to  541  inclusive. 

Road  Crossings,   Care  of— 210,   253,   419. 

Road  Crossings,  Standard— 527,  528,  529. 

Roadmasters,  Rules  for— 283,  339,  340,  341,  342,  343,  436,  440,  441, 
445. 

Rubbish,  Rules  for  Handling— 254. 

s. 

Scrap  Material — 407,  408. 

Section  Foremen,   Rules  for— 115,  116,  117,   130,   131,  245,   287,   331, 

378,  398  to  443,  447  to  451. 
Signals  and  Electrical  Apparatus— 22,  142  to  148,  258,  278,  257,  256, 

284. 

Signals,  Position  of— 17,  18,  142  to  148. 
Signal   Men,    Rules  for— 122,   123. 
Signs,  Care  of— 00,  91,  250. 
Signs,  Standard— 541,  :«2,  543,  544. 
Shims,  Rules  for  Using— 16,  17,  261,  359. 
Snow  Trains  and  Shoveling— 21,  276. 
Spikes,    Standard— 38,   268. 
Supervisors,    Rules  for— 21.    Ill,    112,    128,    129,   284,   335,    336,   337, 

338,  339,  382,  383,  384,  385. 
Switches,  Tables  and  Rules— 210,  52,  53,  208,  271,  272,  273,  250,  316, 

344,  345,  34(5,  347,  348,  365. 
Switches,   Standard— 544,   545,   546,   547. 
Switch  Tenders— 121,  137,  301. 
Station  Grounds— 215. 
Stock   Reports— 250. 
Surfacing— 260. 

Switch  Stands,  Standards— 547,  548,  549. 
Supplies— 75. 


CONTENT*.  VII 

T. 

Tamping.  Uules  for— 2t;i».  420. 

Telegruph   Line— 215,   LT.4,   ir_'2. 

Tfll-Tales— 277,    .',11'. 

Ties,   Renewal  of— 204,  263,  260.  267. 

Ties.  Spacing  of— 208,  267,  395,  396,  397,  423. 

Ties.  Specifications  for— 17.  32,  85,  86,  307,  354.  355,  423. 

Tie  Plugs-::i'V 

Tie  Plates-r, 4-.'.  :,r,n.  551,  552,  553. 

Trespassers— 20. 

Track  Scales— 271. 

Tools.  Care  of— 75. 

Tools.    Standards— 553.    554,    555,    556,    557. 

w. 

Washouts,  Regulations  for— 246,  247,  249. 

Watching,  Regulations  for— 76,  119,  121,  136,  137,  280,  246,  247.  300, 

303,  318,  368. 

Water  Column.  Standard— 524,  525. 
Water  Stations— 326,  375. 
Weeds— Cutting  of— 254,  421. 


PREFACE. 

There  is  no  branch  in  the  railway  service  in  which 
there  is  less  uniformity  in  the  mode  of  operation  than  in 
the  Roadway  Department.  While  physical  conditions 
are  naturally  vital  factors  which  affect  the  methods  of 
doing  track  work,  they  do  by  no  means  preclude  the 
possibility  of  creating  standards  for  certain  classes  of 
work  which  might  be  advantageously  adopted  by  all 
roads,  thereby  securing  the  all-important  element  of 
uniformity  in  the  Road  Department,  which  feature  has 
wrought  such  excellent  results  in  the  traffic  and  other 
branches  of  the  railway  service. 

In  presenting  this  work  to  the  railway  public  in  gen- 
eral, and  officers  interested  in  roadway  affairs  in  par- 
ticular, we  aim  to  pave  a  road  which  will  ultimately 
lead  to  the  promulgation  of  an  official  code  of  Main- 
tenance of  Way  Standards  and  Rules  which  will  be 
adopted  by  all  roads.  It  will  be  seen  that  we  have  care- 
fully compiled  the  codes  governing  trackmen  of  Amer- 
ican roads,  from  the  Atlantic  to  the  Pacific;  thus  all 
conditions  under  which  track  work  must  be  carried  on 
are  represented. 

It  may  also  be  of  interest  to  note  that  but  a  very 
small  percentage  of  roads  have  any  definite  form  of 
rules  for  the  government  of  their  Maintenance  of  Way 
forces.  For  such  roads,  we  believe,  this  volume  will 
prove  of  great  value,  as  it  furnishes  them  a  most  ex- 


X  PREFACE. 

cellent  variety  of  matter  from  which  to  select  suitable 
rules  for  their  own  roads. 

While  the  subject  is  not  exhausted,  the  ground  is 
sufficiently  covered  to  give,  in  convenient  book  form, 
much  valuable  matter  relating  to  existing  Standards 
and  Rules  which  has  not  heretofore  been  published, 
and  which,  we  trust,  will  be  a  help  to  all  who  are  seek- 
ing information  in  regard  to  current  practice  on  Amer- 
ican roads. 

F.  A.  SMITH,  C.  E.  M.  E. 

We  beg  to  return  thanks  to  the  Chief  Engineers  of 
the  various  roads  for  material  forwarded,  and  also  for 
drawings  of  standards  received  too  late  for  insertion, 
but  which  will  appear  in  the  second  edition. 


SECTION   1. 
CHAPTER    I 

BOSTON     AND   ALBANY   RAILROAD. 
MAINTENANCE    ACCOUNTS. 

Each  Foreman  will  keep  a  careful  record  of  all  the 
labor  done  under  his  charge,  in  the  time  book  or  on  the 
individual  time  sheets;  and  also  such  additional  memo- 
randa as  are  necessary  to  enable  him  to  show  at  the 
end  of  each  month  the  exact  portion  of  his  time  report 
in  dollars  and  cents,  which  should  be  charged  to  each 
of  the  accounts  named  in  the  list  or  to  any  other  work 
which  he  was  authorized  to  do.  He  will  report  such 
distribution  of  charges  on  the  proper  blank,  as  is  pro- 
vided, to  his  Division  Master,  and  report  the  same 
total  on  the  regular  time  report  to  the  Springfield  office. 
ROADWAY. 

The  first  ten  accounts  on  the  list  are  the  roadway 
accounts,  which  are  presumed  to  exhibit  the  regular 
expense  of  maintenance  with  some  degree  of  uniform- 
ity per  mile  of  road.  Each  of  these  roadway  ac- 
counts must  show  separate  amounts  for  main  line  and 
each  branch. 

1.     Main  Tracks. — To  this  account,  or  to  any  sub- 


2  MAINTENANCE   OF   WAY    STANDARDS. 

division  of  this  account  for  each  branch — which  should 
always  be  distinctly  expressed — charge  all  the  expense 
of  keeping  the  main  track  or  tracks  in  repair,  together 
with  the  cost  of  labor  on  renewal  of  rails,  ballast, 
sleepers,  fastenings,  switches,  and  frogs  in  the  main 
tracks,  timbers,  &c.,  ditching,  surfacing,  policing, 
and  care  of  the  right  of  way  and  general  work  on  the 
section. 

2.  Side  Tracks.— Charge  to  this   account  in   the 
same  manner  as  above  directed,  the  expense   applied 
to  all  the  other  tracks  on  the  section,  but  not   to  in- 
clude the  care  of  right  of  way  unless  the  side  track  is 
on  a  separate  right  of  way  branching   outside  of  the 
location,  or  the  outside  areas  of  the  large  yards.     New 
side  tracks  will  be  reported  separately. 

3.  Snow  and  Ice. — Charge  to  this  account  only  the 
immediate  expense  of  getting  rid  of  the  snow  and  ice. 

4.  Accidents,    Fire    Damages    and    Washouts. — 
Charge  the  extra  work  at  wrecks,   cost  of  combatting 
fires  that  may  damage  railroad  property,  or  woodland, 
&c.,   outside  of  location,  but  not   including  cost  of 
burning  right  of  way,  also  charge  cost  of  extra  work 
at  wrashouts. 

5.  Fences  and  Highway   Crossings. — Charge   ex- 
pense of   fence  repairs,  including  stone  fences.     Re- 
port entirely  new  fences  separately,  with   the   length 
of  the  same.     Charge  cost  of  cattle  guards,  planking 
crossings,  and  crossing  signs  and  gates. 

6.  Masonry. — Includes  cost   of   repairing   bridge 
abutments,  arches,  culverts,  retaining  walls,  &c.,   not 
including  cattle  guards,  or  walls  built  only  for  a  fence, 
or  masonry  which  belongs  to  some  building,   or   re- 
gular or  special  account   mentioned   below.     It   will 


EASTERN   ROADS.  3 

include  work' done  by  the  masons  on  drainage  or 
sewerage,  which  ought  not  to  be  included  in  any  of 
the  following  accounts. 

7.  Iron  Work  on  Iron  Bridges. — Refers  to  the  re- 
pairs of  riveting,  and  parts   of   iron   bridges  already 
completed,  with  painting,  inspection,  &c.,  of  the  same, 
but  not  including  any  of  the  expense  of  the  repairs  of 
the   wooden  floor,  which  expense  may  be   charged  to 
the   bridge  account.     Keep   separate  account   of  all 
expense,  including  cost  of  floor,  cleaning  the  ground, 
false  worsk,  &c.,  of  each  new  bridge  built  of  iron,  re- 
ported as  work  on  New  Iron  Bridge,  No. 

8.  Bridges. — This  account  includes  all  the  general 
work  of  bridge  repairs,  excepting  masonry  and  iron 
work  on  iron  bridges,  and  includes  the   wooden  parts 
of  the  floors  of  iron  bridges. 

9.  Water  Works,   Tank  Houses,  &c.— Refers  to 
the  expense  of  maintaining  all  the  apparatus  belong- 
ing to  the  water  supply  for  railroad  purposes. 

10.  Railroad  Buildings. — Refers   to  the    mainte- 
nance of  railroad  buildings  and  structures  not  men- 
tioned below. 

Take  particular  care  not  to  include  in  the  above 
accounts  any  expense  which  belongs  to  the  following 
regular  accounts,  or  to  any  expense  of  a  special  ac- 
count, for  such  new  work  as  may  be  ordered  from 
time  to  time. 

COST   OF    SHIPPING   SLEEPERS. 

Includes  the  expense  of  loading  and  transportation 
of  sleepers  from  the  piles  to  where  inspected, 
but  does  not  include  the  cost  of  handling  when  on 
the  section  where  they  are  to  be  used,  such  expense 


4  MAINTENANCE   OF   WAY   STANDAEDS. 

belongs  to  the  main  or  side  track  repair   account,    or 
new  track  account,  as  the  case  may  be. 

WOOD   AND   CHARCOAL. 

Includes  cost  of  handling  and  producing  wood  and 
charcoal,  with  delivery  of  the  same.  When  construc- 
tion trains  are  collecting  old  ties,  &c.,  it  properly  is 
part  of  the  cost  of  cleaning  up  the  right  of  way,  and 
should  be  charged  to  track  repairs,  according  to  the 
locality.  When  odd  car  loads  of  such  are  sent  to  the 
pit,  and  the  expense  of  loading  charged  to  track  work, 
the  Section  Foreman  who  simply  goes  to  the  pit  to 
unload  the  car  may  charge  such  expense  to  wood  and 
charcoal. 

WHARVES   AND   DOCKS. 

Includes  dredging  expense — unless  it  is  for  the 
Ferry — and  repairs  of  sea  walls,  wharves,  &c.,  but  not 
any  expense  on  the  buildings  which  may  cover  it. 

***** 

WORCHESTER   UNION   DEPOT. 

All  expense  of  repairs,  renewals,  changes,  &c.,  in- 
cluding cost  of  removing  snow  from  the  roofs,  and 
track  used  by  the  connecting  roads  between  Graf  ton 
street  and  a  line  50  feet  east  of  the  train  house. 

EAST    ALBANY   FERRY   AND    SLIPS. 

Including  boat,  dredging,  piling,  bridge  drops, 
cutting  ice,  winter  bridge,  and  all  belonging  to  the 
business  of  the  apparatus  for  crossing  the  Hudson 
River. 

GRADING. 

This  is  the  general  account,  to  include  all  expenses 
where  land  is  laid  out  and  graded  and  cultivated. 


EASTERN    ROADS.  5 

Each  locality  will  be  considered  separately,  and  so  re- 
ported. 

Ordinary  grading  and  smoothing  of  the  right  of 
way  will  not  be  charged  to  this,  as  these  belong  to 
main  track  work. 

BOSTON   SHOPS. 

Includes  maintenance  of  Machine  Shops,  black- 
smiths, Boiler  Room,  Slide  table,  and  the  fixed  plant 
for  heating  ;  but  not  the  engine  or  machinery. 

ALLSTON   SHOPS. 

Same  items  as  mentioned  above,  but  not  including 
the  outside  standing  or  switching  tracks. 

***** 

HALL  SIGNALS. 

Includes  also  the  mast,  chain,  house,  and  all  the 
incidental  expense.  Report  each  branch  separately. 

Towers  20~] 

28  [         Are  to  be  reported  as  separate  main- 
35  f  tenance  accounts. 

45j 

INTERLOCKING   IN   GENERAL. 

Includes  maintenance  expense  at  all  the  other  towers. 
Hall  Signals. 


Union 

Electric  Light,  Boston. 


East  Boston. 
Worcester. 


All  the  expense 
of  mainte- 
nance and 
operation. 


Springfield. 

GRAVEL  AND  CONSTRUCTION  TRAINS. 

The  Foreman  on  this  train  will  report  all  his  help 
as  a  unit  charged  to  this  account,  also  the  number  of 
engine-days'  work.  Then  report  on  what  work  each 


6  MAINTENANCE   OF    WAY   STANDARDS. 

engine-day  or  part  of  a  day  was  spent,  and  if  gravel 
is  being  hauled,  give  a  detailed  report  of  the  number 
of  car  loads.  If  sleepers  are  handled,  report  how 
much  time  of  the  train  should  be  credited  to  this  ac- 
count and  charge  the  cost  of  shipping  sleepers. 

STEAM     SHOVEL   AND    ITS   TRAINS. 

Charge  to  this  account  all  the  expense  of  work 
done  at  the  shovel  or  pit  on  the  temporary  tracks  for 
the  same,  on  the  trains  or  on  the  dumps.  Eeport 
daily,  on  the  proper  blanks,  every  item  of  work  done. 

Gravel  or  temporary  tracks  are  not  included  in  the 
account  of  side  tracks,  belonging  either  to  one  or  the 
other  of  the  accounts  of  construction  train  or  steam 
shovel. 

Always  keep  such  memoranda  that  a  detail  account 
can  be  furnished  showing  number  of  days'  work  at 
each  rate  per  day  for  each  of  the  above  accounts,  or 
any  new  work  that  may  be  ordered. 

Foremen  having  any  work  to  do  on  account  of 
rentals  will  make  out  a  detail  statement  monthly, 
showing  labor  amounting  to  the  sum  charged  as 
above,  as  directed,  also  material  used,  which  statement 
shall  show  the  different  sums  expended  on  each 
house. 

When  material  used  is  taken  from  stock  on  hand, 
it  should  be  so  reported. 

In  filling  out  the  blanks  used  by  the  Track  Fore- 
men, showing  material  used,  specify  whether  that 
used  in  repairs  was  for  main  track  or  side  tracks. 

The  popularity  of  a  railway  with  the  public,  and 
its  consequent  prosperity,  depends  in  a  great  measure 
upon  the  courtesy  and  attention  which  its  employees 
pay  to  its  patrons.  Every  servant  of  the  company 


EASTERN    ROADS.  < 

will  be  expected  to  treat  every  person  with  whom 
he  may  come  in  contact  with  respect  and  courtesy. 

Every  person  in  the  employ  of  the  company  is  to 
devote  himself  exclusively  to  its  service.  He  must 
obey  promptly  all  instructions  he  may  receive  from 
persons  placed  in  authority  over  him,  and  conform  to 
all  the  regulations  of  the  company.  He  will  be  liable  to 
immediate  dismissal  for  disobedience  of  orders,  negli- 
gence or  incompetency.  No  one,  whatever  his  rank, 
will  be  allowed  to  absent  himself  front  his  duty  with- 
out permission  of  the  head  of  the  department  in 
which  he  is  employed. 

All  persons  in  places  of  trust  in  the  service  of  the 
company  must  report  any  misconduct  or  negligence, 
affecting  the  interest  or  safety  of  the  road,  which  may 
come  within  their  knowledge. 

Perfect  familiarity  with  the  following  Rules,  as 
well  as  with  all  Special  Regulations,  which  may  ac- 
company the  Time  Table,  or  which  may  be  issued  at 
any  time  separately,  by  the  proper  officers,  will  be 
expected  of  all  employees  of  this  company. 

In  case  the  instructions  are  not  understood,  neces- 
sary explanations  must  be  asked  of  the  heads  of  De- 
partment. 

Smoking  in  or  about  the  shops,  at  the  depots,  or  on 
the  passenger  engines  or  trains  of  the  company,  while 
on  duty,  is  prohibited. 

The  regular  compensation  of  employees  covers  all 
risk  of  accident. 

A  Red  Flag  by  day,  or  a  Red  Light  by  night, 
shown  upon  the  track,  is  a  signal  of  danger,  and 
requires  every  train  to  stop  as  soon  as  possible 

Torpedoes    must    be    used  in   addition  to  flags  or 


8  MAINTENANCE  OF   WAY    STANDARDS. 

lights  whenever  there  is  a  doubt  that  the  flag  or  light 
may  not  be  seen  by  reason  of  fog,  storm,  or  other 
emergency. 

A  Red  Flag  by  day,  or  a  Red  Light  by  night  on  an 
engine,  indicates  that  another  train  is  following,  and 
no  train  or  engine  shall  move  in  either  direction  over 
that  portion  of  track  where  this  signal  has  been 
carried,  until  the  train  or  engine  for  which  this  signal 
was  carried  has  passed. 

No  train  or  Engine  shall  carry  a  Red  Flag  or  Light 
without  orders  from  the  General  or  Division  Superin- 
tendent's office.  Conductors  and  enginemen  or  extra 
trains  must  know  that  the  proper  signal  has  been 
carried. 

In  all  cases  where  the  signal  is  at  all  earnest,  the 
train  must  be  stopped  so  that  the  person  giving  it 
may  be  conversed  with,  and  the  facts  ascertained, 
even  if  the  person  making  it  is  not  provided  with  the 
proper  danger  signals. 

Section  Foremen  will  see  that  all  track  instruments 
are  in  position — half  an  inch  from  and  a  quarter  of 
an  inch  higher  than  the  rail. 

Trackmen  with  hand-cars  will  use  the  jumping  iron, 
so  as  not  to  operate  the  track  instruments  ;  they  will 
avoid  disturbing  the  apparatus  and  report  by  telegraph 
any  needed  repairs. 

In  moving  a  switch  to  which  the  signals  are  at- 
tached, it  must  be  thrown  clear  over  before  being  set 
back  to  position  on  main  track.  Track  instruments 
must  be  kept  clear  of  snow  and  water. 

In  case  of  accident  to  a  train,  or  the  track  is  ob_ 
structed,  the  flagman  shall  go  back  instantly  with 
danger  signals  to  stop  ^any  train  or  engine  which  may 


EASTERN    ROADS.  tf 

be  foljowing.  At  a  point  900  yards  from  the  rear  of 
the  train  or  obstruction,  he  shall  place  an  explosive  cap 
on  the  rail.  He  shall  then  proceed  900  yards  further 
to  the  rear — making  1800  yards  in  all  from  the  ob- 
struction, and  place  two  explosive  caps  on  the  rail, 
five  yards  apart ;  he  may  then  return  to  a  point  1200 
yards  from  the  rear  of  his  train  where  he  must  re- 
main until  called  in  by  the  whistle  of  the  engine  • 
but  if  the  signal  of  recall  is  given  within  twenty 
minutes  of  the  time  of  a  passenger  train,  he  must  re- 
main at  his  post  until  it  arrives.  When  recalled,  the 
flagman  will  remove  the  explosive  cap  nearest  to  the 
train  or  obstruction,  but  the  two  explosive  caps  must 
be  left  on  the  rail  as  a  caution  signal  to  any  follow- 
ing train.  If  the  accident  occurs  upon  single  track 
or  both  tracks  of  the  double  line  are  blocked,  the 
fireman  shall  go  forward  and  protect  the  head  of  the 
train,  in  the  manner  prescribed  for  the  brakeman  to 
protect  the  rear.  The  conductor,  as  well  as  the 
engineer,  is  required  to  know  that  the  fireman  per- 
forms this  duty ;  if  he  is  unable  to  go,  the  front 
brakeman  shall  be  sent  in  his  place.  When  a  tor- 
pedo is  exploded  by  an  engine  passing  over  it,  the 
train  must  be  stopped  immediately.  Torpedoes  are 
supplied  from  the  Mechanic's  office. 

For  the  maintenance  of   the   permanent   way,   the 
road  is^ divided  into  four  Divisions: 

Divisions  Described. 


Each  one  of  these  Divisions  is  subdivided  into  sec- 
tions of  about  four  miles  in  length,  under  the  imme- 
diate care  of  a  Section  Foreman,  who  will  report  to 


10  MAINTENANCE   OF   WAY   STANDARDS. 

and  receive  instructions  from  the  Division^  Road 
Master.  They  are  required  to  pass  over  the  entire 
length  of  their  sections  daily  in  person  and  make 
careful  inspection  of  the  track,  sidings,  permanent 
way,  bridges,  switches,  frogs  and  ties,  and  make  re- 
pairs sufficient  to  keep  the  line  in  the  higest  state  of 
efficiency.  They  have  charge  of  the  repairs  of  their 
respective  sub-division,  and  will  be  held  responsible 
for  the  condition  of  the  road  and  the  watching  neces- 
sary to  secure  the  safety  of  trains  at  all  times. 

They  must  never  allow  the  track  to  be  obstructed 
in  any  way  without  first  displaying  a  danger  signal  in 
a  conspicuous  position,  far  enough  from  the  work  in 
progress  or  obstruction  to  stop  any  approaching  train. 
Any  work  which  will  render  the  passage  of  trains  un- 
safe will  be  considered  an  obstruction,  and  must  not 
be  attempted  without  first  displaying  the  necessary 
danger  signal. 

A  track  jack  within  the  limits  of  the  track,  will 
be  considered  an  obstruction,  and  in  no  case  will  be 
used  or  brought  upon  the  track  without  first  protect- 
ing approaching  trains. 

During  heavy  rains,  storms  and  thaws,  extraordin- 
ary precaution  must  be  taken  to  prevent  accident. 
All  hands  must  be  on  duty  day  and  night  until  the 
danger  is  past.  At  such  times  the  track  must  be 
constantly  patrolled  and  examined  with  great  care. 
They  will  pick  up  everything  which  may  fall  from 
passing  trains,  and  send  it  to  the  nearest  Station 
Agent. 

They  will  report  to  the  Division  Roadmaster  all 
animals  killed  or  injured  by  trains,  and  all  fires  set  by 


PLATE  I. 


12  MAINTENANCE   OF   WAY   STANDARDS. 

sparks  from  the  engines,  if  there  is  any  damage  to 
property. 

Section  Foreman  will  report  on  the  cards  prepared 
for  that  purpose  all  fires  occurring  on  their  sections 
which  are  caused  by  sparks  from  the  locomotives. 

They  will  report,  also,  all  cases  of  damage  by  fire 
to  buildings  belonging  to  the  Railroad  Company, 
whether  caused  by  sparks  from  the  locomotives  or 
otherwise. 

Section  Foremen  will  not  allow  any  person  not  in 
the  employ  of  the  Railroad  Company  to  enter  upon 
the  Railroad  Company's  location  for  the  purpose  of 
digging  under  the  tracks  on  account  of  the  lying  or 
repairing  of  any  drain,  water,  sewer  or  gas  pipe  of 
any  description,  or  for  the  purpose  of  constructing  or 
repairing  any  bridge  or  other  structure,  either  over 
or  under  the  tracks,  without  first  obtaining  permis- 
sion, from  the  Chief  Engineer  or  the  Assistant 
Engineer. 

The  use  of  hand-cars  on  Sunday  is  prohibited  ex- 
cept for  the  necessary  work  of  the  Company. 

The  telegraph  lines  must  be  watched,  especially 
after  storms,  and  when  found  broken  the  Trackmen 
will,  in  the  absence  of  the  line  repairers,  unite  the 
wires  so  as  to  render  them  temporarily  effective. 

Each  division  is  in  charge  of  a  Division  Roadmas- 
ter,  who  has  control  of  the  Section  Foremen  and 
their  men,  and  whose  duty  it  is  to  see  that  instruc- 
tions to  the  Section  Men  are  faithfully  executed,  and 
that  the  sections  are  supplied  with  men  and  materials, 
sufficient  to  keep  the  line  in  the  highest  state  of  ef- 
ficiency. They  are  required  to  pass  over  the  whole 
length  of  their  respective  divisions  at  least  once  a 


EASTERN   ROADS.  13 

week,  and  make  careful  inspection  of  the  work  in 
progress. 

They  will  be  held  responsible  for  the  Section  Fore- 
men, and  must  see  that  none  but  competent  careful 
men  are  employed.  They  will  also  see  that  the 
work  is  done  in  a  proper  and  economical  manner. 

All  requisitions  for  men  and  materials  will  be  made 
on  the  Roadmaster  in  chief. 

Each  division  has  a  Master  Bridge  Carpenter, 
whose  duty  it  is  to  make  careful  and  minute  examina- 
tion in  person  of  all  the  bridges  on  his  division,  as 
often  as  once  each  month. 

He  shall  also  have  in  charge  the  repairs  of  build- 
ings, water  tanks,  platforms  and  crossing  signs,  and 
keep  them  in  proper  repair.  All  requisitions  for 
men  and  materials  shall  be  made  on  the  Roadmaster 
in  chief. 

There  is  one  Master  Mason  for  the  whole  line, 
whose  duty  it  is  to  make  careful  examination  of  all 
culverts,  arches,  abutments,  and  walls  of  masonry. 
If  any  signs  of  weakness  are  discovered  report  it  im- 
mediately to  the  Roadmaster. 

The  Engineer  and  Roadmaster  in  chief  will  have 
the  general  supervision  of  the  permanent  way,  tracks, 
bridges,  masonry  and  buildings. 

He  shall  pass  over  the  road  as  often  as  once  a 
month,  from  end  to  end,  making  careful  inspection 
of  the  property  intrusted  to  him. 

He  shall  see  that  the  Division  Roadmasters,  Car- 
penters and  Masons  are  diligent  in  the  discharge  of 
their  duties,  and  that  good  discipline  is  maintained. 

All  Division  Roadmasters,  Master  Bridge  Builders, 
Master  Mason  and  men  under  them,  are  subject  to 


14  MAINTENANCE  OF   WAY   STANDARDS. 

the  Headmaster  in  chief,  and  are  subordinate  to  him 
No  new  work,  other  than  repairs  incidental  to  the 
proper  maintenance  of  the  track,  will  be   undertaken 
without  orders  from  him. 

INSPECTION   OF   TRACK. 

CLASS  A,  1 — Alignment.  The  body  of  the  rails 
should  be  in  a  true  line  or  vertical  plane — such  as 
sighting  by  a  plumb  line  would  give — without  either 
short  jogs  or  long  swings  for  the  straight  parts  of  the 
location. 

On  curves  the  perfect  alignment  would  be  a  true 
curve  without  unevenness  or  variations  as  staked  out. 
Curves  should  not  be  swung  outside  of  the  line  of  the 
tangent  extended,  as  may  often  be  observed  near  the 
ends  of  curves. 

A  condition  of  bad  joints  may  exist  on  what  could 
be  fairly  termed  a  good  line. 

2 — Surface.  This  is  the  same  kind  as  alignment, 
only  surface  refers  to  the  horizontal  view  of  the  rails, 
and  alignment  as  before  explained. 

The  two  rails  of  each  track  should  compare  at  all 
opposite  points.  If  on  a  tangent,  exactly  level ;  if  on 
a  curve,  exactly  inclined  according  to  the  rule.  The 
surfacing  should  be  adjusted  to  the  grade,  and  the 
ballast  to  the  surfacing. 

CLASS  B,  3 — Joints.  Those  on  one  rail  should  be 
nearly  opposite  midway  between  those  on  the  other 

They  should  be  accurately  in  conformity  with  bal- 
ance of  the  track,  both  as  pertains  to  alignment  and 
surface  ;  marks  on  both  these  points  are  to  be  made 
under  the  head  of  joints. 

The  fish  pieces  and  bolts  ought  always  to  be  com- 
plete, and  kept  well  screwed  up. 


EASTERN    ROADS.  15 

The  rail  ends  should  be  double  spiked  so  as  to  pre- 
vent kicking  out. 

The  proper  space  between  the  rail  ends  ought  to  be 
maintained. 

4 — Spikes.  Two  spikes  at  least  are  necessary  at 
each  rail  bearing. 

Any  looseness  or  movement  up  and  down  under 
the  spikes  is  a  defect.  Spikes  should  be  plumb,  en- 
tire and  driven  well  home. 

CLASS  C,  5 — Switches.  These,  as  all  the  other 
parts  of  the  connections,  should  receive  constant  and 
particular  attention.  Head  blocks  should  be  firm  ; 
and  lines,  gauges  and  spaces  truly  adjusted. 

The  gate  ought  to  stand  plumb,  and  the  targets  kept 
well  painted. 

6  — Frogs.  All  possible  service  should  be  gotten 
out  of  a  frog,  but  one  badly  worn  or  showing  signs  of 
weakness,  or  a  broken  [one,  should  be  promptly  re- 
moved. 

The  condition  of  the  timbers  should  be  observed, 
as  well  as  the  guard  rails  and  castings. 

CLASS  D.  7 — Ballasi.  Good  gravel  is  the  best, 
but  the  Foreman  cannot  be  held  directly  responsible 
for  its  quality.  It  should  be  distributed  as  far  as  it 
will  go,  in  conformity  to  the  standard  cross-section. 
Care  might  be  taken  not  to  get  too  much  ballast  de- 
posited ;  where  this  occurs  and  the  track  cannot  be 
raised,  the  spare  material  should  be  used  on  the  edges 
of  the  shoulder,  making  a  line  parallel  with  the  rail. 

8 — Sleepers.  They  should  be  spaced  and  lined 
according  to  the  rule.  Decayed  and  badly  cut  ties 
should  be  promptly  removed.  They  will  wear  best  if 
sorted,  so  that  the  dimensions  will  run  evenly. 


16  MAINTENANCE   OF   WAY  STANDARDS. 

CLASS  E.  9 — Ditches.  Ditches  should  be  dug  as 
nearly  as  possible  to  the  full  dimensions,  and  at  pro- 
per locations.  The  bottom  should  have  a  consider- 
able grade.  They  should  be  kept  clean  and  free  from 
obstructions.  Avoid  digging  the  ditch  and  throwing 
the  material  on  the  slope  in  a  cut. 

10 — Cleanliness.  Under  this  head  may  be  criticis- 
ed the  depot  grounds  adjoining  the  tracks,  the  sur- 
roundings of  the  tool  houses.  Arrangements  should 
be  maintained  with  the  mechanics  and  employees  of 
the  transportation  departments,  regarding  the  care  of 
tools  and  material  frequently  left  in  the  yards  or  on 
the  road.  Also,  the  disposition  and  orderliness  of 
spare  material  and  scrap  heaps — the  entire  appear- 
ance of  the  location  and  in  some  instances  the  fences. 
The  timber  or  wood  growth  should  be  kept  from  im- 
pending the  observation  of  the  enginemen.  Brush 
should  be  removed  at  stated  intervals  ;  grass  and  dry 
stuff  on  the  location  burned  over  as  often  as  necessary, 
to  prevent  fires  ;  and  no  growth  at  all  permitted 
on  the  surface  of  the  road-bed.  The  condition  of  the 
crossings  should  be  regarded  under  this  head,  ex- 
cepting what  partains  to  line  or  surface. 

Particular  attention  should  be  given  to  remarks 
under  Class  B,  in  relation  to  bolts  and  nuts ;  also  the 
condition  of  the  spikes,  and  the  connections  for 
switches  and  frogs.  When  rails  are  cut  into  the 
track,  both  ends  must  be  drilled  and  bolted,  except  at 
a  chair-rail  joint. 

RULES   FOR   USING   SHIMS. 

When  laying  30  feet  rails.  The  bars  will  expand  \ 
of  an  inch  for  100  degrees. 


EASTERN    ROADS.  17 

Particular  care  must  be  used  to  lay  them  according 
to  the  following  table: 
When  the  day  is 

Very  hot,  100  degrees,  allow  for  3-16  inch  space  at  every  joint. 

Warm,            75         "  "  "     1-4      •• 

Medium,        50        "  "         •'    516    " 

Frosty,           25        "  "         "    3-8      •' 
Very  cold,      0         "                         '    7-16    " 

Take  care  to  see  that  the  proper  Shims  are  used 
when  the  rails  are  put  in  place,  and  have  them  re- 
moved just  as  soon  as  it  is  certain  that  the  work 
ahead  will  not  drive  the  rails  together,  say  five  or  six 
joints  back  of  the  new  work. 

Report  each  case  of  a  broken  rail  on  the  blanks 
provided  for  that  purpose  ;  also  say  if  the  rail  is 
mended  and  kept  in  the  service  or  taken  out. 

When  inspecting  sleepers,  be  guided  by  the  follow- 
ing 

SLEEPER  SPECIFICATIONS. 

The  Boston  &  Albany  Railroad  Company  will  pay 
the  following  prices  for  sleepers,  delivered  upon  the 
line  of  their  road. 

For  a  sleeper  having  a  7  inch  face,  7  inches  thick.  8  feet  long,  50  cents  each. 
6  »7       "         "      8         ••         40       " 

5  .<         7  ..       8          ..          35       .« 

5  «         6  "8         "         20       "        " 

The  sleepers  must  be  of  chestnut,  free  from  decay, 
shakes  and  rotten  knots  ;  to  be  faced  straight  on  two 
parallel  sides  ;  the  ends  to  be  sawed  square,  and  the 
bark  removed ;  and  must  not  be  hewed  or  split  on 
more  than  two  sides. 

THE  FOLLOWING  ARE  THE  RULES  FOR  SETTING  SWITCH 
TARGETS  AND  LIGHTS. 

Quarter-turn  switch  gate  should  face  approaching 
trains  with  green  light. 

When  wrong  for  main  track,  show  red  to  approach- 


PLATE  II. 


—19— 
PLATE  III. 


20  MAINTENANCE   OF    WAY   STANDARDS. 

ing  trains,  and  white  opposite  the  red  for  the  train 
which  may  be  switching  behind  it.  In.no  case  show 
red  to  an  approaching  train  on  opposite  track. 

Target  square,  white  to  match  green  light ;  black 
behind. 

When  turned,  red  target  under  red  light  and  black 
behind,  pointer  set  so  as  to  point  to  the  side  to  which 
switch  is  thrown,  so  that  switching  train  behind  can 
see  it. 

When  point  switches  are  being  put  in,  the  outside 
turnout  rail  should  have  a  decided  angle  about  two 
feet  ahead  of  the  switch-point,  so  that  the  point  of 
the  switch  may  lay  up  close  to  that  rail  without  being 
forced  or  sprung  by  moving  switch.  The  outside 
rail  and  also  the  main  straight  rail  should  have  the 
guards  and  bearing  plates  put  in  and  spiked  before 
trains  are  allowed  to  pass,  as  the  tread  of  the  wheel 
when  trailing  out  may  force  the  outer  rail  when  the 
switch  is  not  properly  supported. 

Set  the  guard  rails  If  inches  from  the  main  rail. 

Keport  each  case,  when  a  frog  or  switch,  or  either 
rail  of  a  switch,  is  changed.  Use  the  frog  and  switch 
report  blanks  for  that  purpose. 

TRESPASSERS 

Are  forbidden  to  deposit  ashes  or  rubbish  of  any  kind 
upon  the  tracks  or  other  premises  of  the  Boston  & 
Albany  Railroad  Company.  Foremen  will  use  all 
proper  means  to  prevent  such  abuse,  and  report  such 
cases  as  they  cannot  control. 

Foremen  will  collect  any  lanterns  lost  by  trainmen 
on  the  road,  and  send  them  to  the  freight  train  des- 
patcher  at  Boston,  Springfield  or  Greenbush,  as  the 
case  may  be. 

Each  Section  Foreman  will  report  on  the   accident 


EASTERN    ROADS.  21 

report  cards  all  trouble  with,  extra  work  for,  or  ac- 
cidents to  or  on  account  of  telegraph  poles  and  wires. 

Any  person  in  charge  of  a  hand  car  should  provide 
protection  whenever  the  car  has  to  be  lifted  across  a 
track,  or  whenever  the  car  may  obstruct  any  main 
track  on  which  the  view  is  limited. 

When  a  hand-car  is  left  on  a  siding,  or  hand-car 
bridge,  or  plank  crossing,  so  that  it  can  be  pushed 
out  and  obstruct  the  main  track,  the  wheels  should 
be  chained  and  locked,  or  else  the  car  should  be  de- 
railed in  a  position  to  prevent  any  earless  or  malicious 
obstruction. 

Hand-cars  will  be  controlled  and  protected  as  trains 
when  under  the  interlocking. 

SNOW    TRAINS. 
TO  DIVISION  ROADMASTERS. 

Make  arrangements  annually,  in  November,  for 
cleaning  the  track  of  snow  and  ice  as  follows 

1.  Examine  the  plows  and  scrapers,   see   that  all 
are  provided  with  necessary  tools,  lanterns,  flags,  &c., 
and  are  in  order  for  service. 

2.  Have  them  conveniently  located,  ready  for  use. 

3.  Have  a  list,  including  the  call  men,  made  of  all 
who  are  to  go  on  the   train.     If   necessary,   apply   to 
the  Division  Superintendent  to  detail  a  conductor,  &c. 

4.  When  you  think  the  plow  or  scraper  ought   to 
be  run,  apply  to  the  Division  Superintendent  for  an 
engine  and  the  right  of  way  for  your  train. 

5.  Arrange  for  necessary  night  watch  and  prompt 
reports. 

6.  Leave  the  list  of  men,  with  the  number  of  the 
scraper  or  plow  arid  portions  of  road  allotted  to  them, 


22  MAINTENANCE  OF   WAY  STANDARDS. 

with  the  Division  Superintendent,  for  use,  in  case  you 
cannot  be  heard  from. 

7.     Send  a  copy  of  the  list  to  the  Engineer's  office, 
also  report  the  mileage  of  each  car. 

SHIPPING   OF   MATERIAL   TO   DIVISION   FOREMEN. 

1.  Provide  each  of  your  men  who  has  to  send  out 
supplies  of  tools  or  materials  with  a  book  of  the  blank 
notices. 

See  that  he  understands  how  to  use  it,   as   follows : 

2.  Always  use  the  notice  when  anything  of  value 
is  to  be  sent  out. 

3.  Ship   the   articles   to   some   individual,   at  the 
place  where  they  are  wanted,  so  that   the   agent   will 
know  whom  to  notifiy ;  and  send   the   notice  to  the 
place  where  the  individual  lives. 

4.  Describe  the  articles,    so  that   he   may   know 
when  he  gets  the  whole,  and  state  on   what   train   or 
car  number. 

5.  Write  your  own  name  after  the  printed  words — 
"promptly  to" — and  fill  out  the  stub  before  you    tear 
off  the  notice  to  send. 

6.  If  the  notice  is  not  signed  and  returned  within 
reasonable  time,  ascertain  the  reason,  and  report. 

7.  On  receiving  the   returned   notice,  note   it   on 
the  stub  that  belonged  to  it. 

8.  If  the  material  was  for  new  work  dt  any  special 
account  other  than  regular  main  track   repairs,   send 
the  returned  notice  to  this  office. 

***** 

SIGNALS  AND  ELECTRIC   APPARATUS. 

Trackmen  will  avoid  disturbing  any  of  the  appara- 
tus connected  with  the  automatic  signals,    and  when 


EASTERN    ROADS.  23 

by  accident  any  part  is  disarranged  they  will  report  the 
fact  at  once  by  telegraph,  if  necessary,  to  the  Assistant 
Engineer  at  Boston.  They  will  also  advise  of  any 
needed  repairs  to  signal  apparatus. 

Where  there  are  rail  circuits,  Trackmen  will  be 
careful  not  to  disturb  or  break  any  of  the  wires  at- 
tached to  the  rails,  and  when  any  are  found  broken 
the  Section  Foreman  will  replace  them  with  new 
ones  as  soon  as  possible. 

When  any  of  the  rails,  switches  or  frogs  included 
in  a  track  circuit  are  disconnected  or  removed  the  new 
work  must  be  drilled  and  new  wires  immediately  put 
in.  No  holes  are  to  be  left  over  night  without 
wires. 

Take  particular  care  at  switches  not  to  drive  spikes 
so  as  to  touch  both  the  main  and  the  switch  rails 
on  the  side  where  these  rails  are  separated. 

Section  Foremen  are  to  see  that  insulated^  joints 
are  kept  in  good  order,  the  ties  under  them  well 
tamped,  and  bolts  tight.  They  will  renew  the  insu- 
lations when  requested  by  signal  men.  When  work 
is  to  be  done  which  will  interfere  with  any  of  the 
signal  apparatus,  or  a  track  or  switch  instrument  is 
to  be  moved,  notify  the  signal  man  to  be  present. 

All  interlocking  appliances,  signals  and  electric 
apparatus  are  placed  under  the  control  of  the  Road 
Department. 

Employees,  whose  duties  relate  to  the  use  or  care  of 
any  of  the  above,  will  regard  the  rules  and  instruc- 
tions of  the  Engineer,  and  report  as  required. 

This  order  will  not  affect  the  duty  of  any  person  to 
give  the  proper  attention  to  the  train  service,  accord- 
ing to  the  general  or  special  instructions. 


24         MAINTENANCE  OF  WAY  STANDARDS. 

Requisitions  for  men  to  operate  the  appliances  will 
be  made  on  the  Division  Superintendent.  Requisi- 
tions for  material  will  be  made  on  the  Road  Depart- 
ment. 

All  material  required  on  the  Road,  in  the  Shops, 
or  at  Stations  and  offices  of  the  company,  will  be 
purchased  only  under  direction  from  the  office  of  the 
General  Superintendent. 

On  or  before  the  28th  of  each  month,  Heads  of 
Departments  and  Division  Superintendents  will  make 
requisition  for  all  supplies  needed  for  their  use  dur- 
ing the  coming  month.  •  They  will  instruct  subordin- 
ates to  make  requisition  on  them  for  whatever  may  be 
required  in  their  departments. 

The  necessary  requisitions,  accompanied  by  esti- 
mates of  the  cost  for  material  that  is  needed  for  re- 
pairs or  new  work  for  the  following  month,  will  be 
made  on  the  Head  of  the  Department  on  or  before 
the  25th  of  each  month,  and  no  material  is  to  be  pur- 
chased until  the  requisition  is  granted.  Section 
Foremen  will  communicate  their  needs  to  the  Divi- 
sion Roadmaster  in  time  for  the  above. 


CHAPTEK    II 

BALTIMORE   AND  OHIO  RAILROAD. 
ROAD-BED    AND     BALLAST. 

The  object  of  a  ballast  is  to  secure  a  solid  bearing 
for  the  cross-ties  and  hold  them  in  position  ;  to  "  dis- 
tribute the  train  load  over  a  large  surface  ;  to  carry 
off  water  during  rains ;  to  prevent,  as  far  as  possible, 
the  freezing  of  the  road-bed  and  to  give  elasticity  to 
the  track. 

The  material  in  all  cases  must  be  stone,  gravel  or 
furnace  slag,  clear  and  hard,  so  as  not  to  pack  in  a 
solid  mass  and  thus  prevent  the  passage  of  water  from 
the  track.  Ashpan  cinder  may  be  used  on  branches 
where  other  material  cannot  be  obtained. 

Stone  or  rock  ballast  must  be  broken  evenly  in 
pieces  that  will  pass  through  a  two  and  one- half  inch 
ring.  There  must  be  a  uniform  depth  of  at  least 
twelve  inches  of  broken  stone  under  the  ties,  and  the 
space  between  the  ties  must  be  filled  level  with,  but 
not  above,  the  tops  of  the  ties.  From  the  end  of  the 
ties  the  ballast  must  be  sloped  evenly  to  the  sub- 
grade. 

Gravel  ballast  must  be  clean  and  placed  to  the 
same  uniform  depth  under  the  ties  as  stone  ballast. 
The  filling  between  the  ties  must  be  the  same  as  pre- 


26         MAINTENANCE  OF  WAY  STANDARDS. 

scribed  for  rock  ballast,  except  that  the  sloping  to 
subgrade  should  commence  at  the  rail  instead  of  at 
end  of  the  tie. 

Where  the  ballast  is  very  thin,  or  where  there  is 
none  at  all,  the  filling  should  be  two  inches  above  the 
ties  at  the  center  of  the  track,  sloping  uniformly  to 
one  inch  below  the  bottom  at  the  ends  of  the  cross- 
ties,  and  thence  out  to  the  bottom  of  ditch.  An  inch 
space  must  be  left  under  the  rails  for  the  passage  of 
water  from  the  tracks. 

Before  ballast  is  distributed  the  subgrade  must  be 
prepared  in  accordance  with  the  standard  diagram, 
and  the  banks  widened  so  that  the  ballast  will  not 
be  wasted  or  washed  away. 

Between  main  track  and  sidings,  large  coarse  stone 
must  be  placed  at  the  bottom,  but  not  at  the  ends  of 
the  cross-ties. 

In  raising  the  track  the  tamp  must  be  used  on  each 
tie  from  a  point  one  foot  on  each  side  of  the  rail  and 
ballast  simply  shoveled  in  at  middle.  Special  at- 
tention must  be  given  that  the  tie  is  tamped  directly 
under  the  rail,  which,  because  it  is  a  difficult  point  to 
reach,  is  apt  to  be  neglected  by  the  men.  Tamp  all 
ties  as  evenly  as  possible,  and  always  tamp  the  joint 
ties  last. 

In  using  track  jacks  they  must  always  be  set  on 
the  outside  of  the  rail.  Serious  accidents  have  re- 
sulted from  trains  striking  them  when  set  on  the  in- 
side of  rail,  and  no  excuse  will  be  accepted  for  this 
practice. 

Road  crossing  planks,  where  used,  must  be  secure- 
ly spiked.  The  planking  should  be  one  half  of  an 
inch  below  the  top  of  the  rail,  and  two  and  one-half 


—28— 


PLAT  I 


STANDARD  ROAD 
BALTIMORE 


\TE  IV. 


—29— 


D  BED  SECTIONS 


IE  &  OHIO  R.K 


EASTERN    ROADS.  31 

inches   from  the   gauge   line.     The  ends  and  inside 
edges  of  planks  should  be  bevelled. 

DITCHING. 

Embankments  and  ditches  must,  as  rapidly  as 
possible,  be  brought  to  the  designated  standards. 
Where  the  standard  cannot  be  attained,  owing  to  a 
scarcity  of  earth  or  the  narrowness  of  cuts,  the  banks 
and  ditches  must  conform  to  the  standard  pattern  as 
far  as  practicable,  and  all  work  should  be  preformed 
with  a  view  to  ultimately  reaching  the  standard. 

The  standard  widths  of  banks  for  single  track  is 
not  less  than  17  feet  on  top,  and  for  double  track  29 
feet,  which  should  be  kept  free  from  grass  ;  but  on 
the  slopes  the  growth  should  be  encouraged  to  prevent 
washing. 

Where  the  cuts  will  admit,  the  cross  section  of  all 
ditches  must  be  made  to  conform  to  the  standard 
diagram.  The  ditches  must  be  graded  parallel  with 
the  rails  so  as  to  pass  water  freely  during  the  heavi- 
est rains  and  thoroughly  drain  the  road-bed.  The 
outlines  must  be  clearly  defined,  and  all  earth  taken 
from  ditches  or  elsewhere  must,  in  all  cases,  be  dump- 
ed over  the  bank  and  leveled  off  to  allow  complete 
drainings.  Under  no  circumstances  must  the  earth 
be  so  pla'ced  that  it  will  be  washed  back  and  obstruct 
the  ditches. 

Cross  drains  must  be  put  in  wherever  they  are  nec- 
essary. 

All  new  ditches  must  be  dug  and  all  old  ditches 
cleaned  for  the  winter  season  if  possible  before  the 
first  day  of  November. 

Ditches,  box  drains  and  culverts  must  be  frequently 
examined  and  cleaned  of  all  obstructions  to  the  free 


32         MAINTENANCE  OF  WAY  STANDARDS. 

passage  of  water.  Masonry  that  has  been  washed  or 
undermind  must  receive  prompt  attention,  and  seri- 
ous cases  reported  to  the  Supervisor. 

Frequent  examinations  should  be  made  of  all  chan- 
nels and  streams  on  each  side  of  the  road,  and  all 
drift,  brush  and  movable  obstructions  removed. 
This  is  as  essential  below  the  road  as  above,  as  dam- 
age may  result  as  much  from  back  water  as  moving 
obstructions. 

In  addition  to  the  ordinary  care  bestowed  upon 
culverts  and  drains,  each  Section  Foreman  must  dur- 
ing the  month  of  October  make  a  special  and  careful 
examination  of  every  culvert  and  drain  in  his  section, 
and  remove  all  brush  and  other  obstructions  to  the 
channel  for  some  distance,  both  above  and  below, 
and  make  a  report  of  each  culvert  to  the  Supervisor. 
CROSS-TIES. 

All  cross-ties  used  in  the  main  track  must  conform 
strictly  to  the  following  specifications:  Material — 
sound,  white,  chestnut,  burr  or  rock  oak,  free  from 
wind  shakes,  length  8-|  feet  on  lines  east  of  Ohio 
River,  and  8  feet  on  lines  west  of  Ohio  River,  with 
the  ends  sawed  square.  Thickness,  7  inches.  Face 
nowhere  less  than  7  inches  ;  if  split  ties  are  furnished, 
not  less  than  8  inches. 

Ties  must  be  hewed  to  the  exact  thickness  with 
parallel  faces  throughout.  All  bark  must  be  entirely 
removed.  Accepted  ties  must  be  distinctly  marked 
"B.  &  O."  in  red.  Special  attention  must  be  given 
to  the  length  of  ties,  and  none  accepted  which  do  not 
conform  to  specifications. 

Cross-ties  should,  as  far  as  possible,  be  laid  early 
in  season,  so  that  all  track  work  in  the  summer  will  be 


—34— 


STANDARD  ROAE 
BALTIMORE 


-35— 


rfB.4    Cr.v.l     8*"««t 

-' 


:  BED  SECTIONS 

&OHIORI. 


EASTERN    ROADS.  37 

on  sound  timber.  To  effect  this  the  Section  Fore- 
man must,  during  the  month  of  September,  deter- 
mine by  actual  count,  and  not  by  estimate,  the  num- 
ber of  cross-ties  he  will  need  on  each  mile  of  his  sec- 
tion during  the  ensuing  season  and  report  to  the 
Supervisor,  who  will  make  requisition  on  the  Divi- 
sion Engineer. 

The  ends  of  all  cross-ties  must  be  lined  parallel 
with  the  rail  on  the  right-hand  side  going  west  on 
single  track  and  on  the  two  outside  ends  on  double 
track. 

In  all  new  work  not  less  than  sixteen  ties  must  be 
placed  under  each  thirty-foot  sixty-seven  pound  rail 
spaced  evenly.  Under  heavier  rail  the  number  may  be 
reduced  as  instructed  by  the  Division  Engineer.  The 
largest  and  best  ties,  if  there  be  any  variation  in 
width,  must  be  placed  at  the  joints,  and  the  ties  next 
to  the  joints  should  be  as  nearly  as  possible  of  the 
same  size.  When  repairing  old  work  any  previous 
improper  spacing  must  be  corrected  according  to 
these  instructions. 

The  proper  spacing  of  cross-ties  for  the  suspended 
angle  joint  is  ten  inches  in  clear  between  the  edges 
of  the  two  joint  ties,  and  not  more  than  fourteen 
inches  between  the  edges  of  the  intermediate  ties. 

The  proper  spacing  for  the  supported  joint  is  nine 
inches  from  the  edge  of  the  joint  tie  to  either  of  the 
shoulder  ties.  The  other  ties  must  not  be  placed 
more  than  fifteen  inches  apart. 

All  the  ties  must  be  laid  at  right  angles  to  the 
track,  and  no  ties  must  be  placed  obliquely  to  suit  ir- 
regular joints. 

Cross-ties  must  never  be  notched ;  the   adz  must 


38         MAINTENANCE  OF  WAY  STANDARDS. 

be  used  to  secure  a  true  and  uniform  bearing  for  the 
base  of  the  rail. 

To  prevent  foul  joints  at  switches  and  protect 
switch  rods  in  case  of  derailment,  all  rods  for  stub 
switches  must  be  confined  between  two  cross-ties 
placed  three  inches  apart. 

Good  serviceable  cross  ties  must  not  be  removed 
from  the  track,  as  economy  demands  that  the  full 
value  of  the  timber  be. secured;  at  the  same  time 
sound  judgment  requires  that  rotten  or  defective  ties 
be  taken  out. 

Foremen  must  keep  a  supply  of  wooden  spikes  in 
the  tool  house  and  with  gang,  and  whenever  a  spike 
is  drawn  from  a  sound  tie  the  hole  must  invariably 
be  plugged. 

RAIL   SPLICES   AND   SPIKES. 

The  distribution  of  rails  must  be  made  carefully, 
and  rails  must  never  be  unloaded  while  cars  are  in 
motion. 

Crooked  or  bent  rails  must  be  carefully  straighten- 
ed before  they  are  laid  in  the  track. 

Before  laying  new  rails  all  defective  and  decayed 
ties  must  be  removed  and  new  ones  laid.  The  track 
must  be  surfaced  so  the  new  rail  will  not  be  bent  or 
battered,  and  on  all  straight  lines  the  tops  of  the  rails 
must  be  made  to  strictly  conform  to  the  track  level. 
The  alignment  must  also  be  perfect,  and  no  imper- 
fections will  be  permitted. 

Iron  shims  and  not  wooden  chips  must  be  used  in 
all  instances  to  separate  the  rails  at  the  joints  when 
laying  track.  When  the  rails  are  of  uniform  length 
the  proper  thicknesses  are:  During  the  coldest 
weather  five-sixtheenths  of  an  inch  ;  during  spring 


—40— 


PLA1 


STANDARD  ROAI 

BALTIMORE 


K  VI. 


—41— 


D  BED  SECTIONS 

OHIO  R.K 


Xl!  "."."««.*,!. 


EASTERN   ROADS.  43 

and  fall,  one-eighth  of  an  inch.  During  very  warm 
weather  one-sixteenth  of  an  inch.  This  rule  must  be 
carefully  observed. 

When  new  rail  displaces  worn  rail  that  is  sufficient- 
ly good  to  be  used  in  repairs  again,  it  must  be  used 
where  the  same  pattern  of  rail  is  laid,  so  that  each 
kind  of  rail  will  be  together. 

When  rails  of  different  patterns  join  each  other 
great  care  must  be  taken  to  get  the  upper  surfaces 
inside  edges  accurately  matched  by  using  step- 
chairs  or  other  devices.  All  rails  joined  to  others  of 
different  punching  must  have  fish  plates  made  to 
suit  the  different  punchings. 

The  most  fruitful  source  of  laminations,  breakage 
and  damage  to  rails  is  low  joints,  and  they  must  not 
be  permitted  to  remain  any  longer  than  the  time  neces- 
sary to  put  them  up.  As  soon  as  one  is  seen  Track- 
men must  stop  and  raise  it  on  stone,  even  if  it  has  to 
be  hauled  a  considerable  distance  on  a  push  car.  A 
few  minutes  timely  work  of  this  kind  will  often  save 
many  dollars  in  damage  to  rails  and  rolling  stock. 

In  putting  up  low  joints  on  rock,  break  the  stone 
to  the  proper  size,  then  cut  out  and  cast  away  all  the 
dirt  and  mud  under  the  tie  and  tamp  the  rock  under 
firmly  and  well,  until  a  rock  bed  is  made  for  that  end 
of  the  tie.  Whenever  this  sort  of  work  is  done  the 
dirt  must  not  be  piled  back  over  the  rock,  but  the  tie 
left  open  until  such  time  as  the  point  is  reached  in 
the  regular  course  of  ballasting  the  section. 

The  joints  of  the  rails,  in  suspended  or  supported 
joints,  must  be  as  nearly  as  practicable  opposite  the 
centre  of  the  rail  on  the  other  line  of  the  same  track; 
that  is,  the  track  must  be  laid  with  broken  joints 


44  MAINTENANCE    OF    WAY    STANDARDS. 

Splices  must  be  put  on  properly  with  the  full  num- 
ber of  bolts,  nuts  and  nut  locks.  Nuts  must  be  put 
on  with  the  flat  side  put  in  and  kept  screwed  tight  to 
prevent  rattling. 

All  rails  must  be  spiked  full  on  the  main  track, 
four  spikes  to  each  tie.  and  every  spike  must  be 
driven  home  close,  with  a  full  hold  on  the  rail.  The 
last  few  blows  should  be  given  lightly,  so  as  not  to 
strain  or  break  the  head  of  the  spike.  The  outside 
spike  of  one  rail  must  be  opposite  the  outside  spike 
of  the  other  rail,  and  the  inside  spike  of  one  rail  must 
be  opposite  the  inside  spike  of  the  other  rail.  This 
rule  must  be  observed  on  straight  lines  as  well  as 
curves.  On  sidings,  between  the  clearance  posts, 
only  half  spiking  is  premitted.  Spikes  must  be 
driven  perpendicularly,  as  the  under  side  of  the  head 
of  the  spike  is  formed  with  a  view  to  driving  it  straight 
and  no  spiker  must  lean  the  spike  inward  or  outward 
to  suit  the  swing  of  his  maul.  Neither  must  the  at- 
tempt be  made  to  draw  rails  to  gauge  with  a  spike. 
Throw  the  rail  to  gauge  with  a  bar  and  drive  the 
spike  straight. 

Spikes  must  be  driven  in  the  slots  cut  in  the  angle 
splice  bar,  which  causes  the  splice  to  be  closely  con- 
fined between  the  spikes. 

Switches  and  frogs  must  be  kept  well  lined  and 
free  from  snow  and  ice.  They  must  work  easily, 
have  no  lost  motion,  and  be  supplied  with  latches  and 
locks.  All  spring  frogs  must  have  iron  rail  braces 
not  more  than  two  inches  from  the  fly  rail.  All 
switches  must  be  put  in  with  the  proper  lead  as  shown 
in  the  attached  table,  and  rails  must  be  cut  when 
necessary  to  make  exact  length. 


—45— 
PLATE  VII. 


-46- 
PLATE  VIII. 


—47— 
FT, ATE  IX. 


PLATE  X. 


—49— 
PLATE  XT. 


G/9  O  C//V0 


* — - 


*» 


—50- 
PLATE  XII. 


J3.&O.RR.  Standard 


SWITCH     STAND 


K 7' 


—SI- 
PLATE  XIII. 


52 


MAINTENANCE  OF  WAY  STANDARDS. 


TABLE   OF   STANDARD    SWITCHES. 


"A" 

Frog. 
No. 

Frog. 
Angle. 

Length 
of  Split 
Switch. 

Angle  of 
Switch. 

"E" 

Straight 
Wing  of 
Frog. 

Distance  on 
Straight  Track 
from  point  of 
Frog  to  point 

Radius  of 
Outside 
Rail. 

of  Switch. 

1 

53°.08' 

7  '.6" 

3  .11' 

2  .0" 

13.7 

6.80 

2 

28°  .04' 

21.2 

29.0 

3 

18°.  56' 

28.1 

69.7 

4 

14°.  16' 

10 

00" 

Oo 

23' 

37 

129.5 

5 

11°.26' 

15 

00" 

1° 

351' 

51.3 

200.1 

6 

9'.  33' 

57.8 

295.2 

7 

8°.  10' 

64.3 

412.7 

8 

7".  10' 

70.0 

548  0 

9 

6°.  21' 

75.7 

708.1 

10 

5\44' 

80.8 

885.1 

11 

5M2 

« 

86.3 

1102.5 

12 

4°.  46' 

« 

91.3 

1343.4 

13 

4°.  24' 

« 

96.1 

1616.9 

14 

4C.06' 

« 

100.4 

1908.2 

16 

3°.35' 

<    - 

109.2 

2653.4 

a — Distance  on  straight  rail  from  point  of  frog  to 

point  of  switch. 
b — Length  of  split  switch. 

S — Angle  between  switch  rail  and  main  track  rail. 
/-—Frog  angle. 

e — Distance  from  point  of  frog  to  point  of  curve. 
d — Distance  from  P.  C.  to  intersection. 
It — Radius  of  outside  rail. 
/ — Angle  of  intersection. 
g— Gauge. 


EASTERN  ROADS.  53 

FORMULA. 


.  _  g  —  (sin  /  e  4-  sin  S  b) 
sin  /  -f-  sin  S. 


R 


Tan  \  I. 
rt=CosinS(6  +  c/)  +  Cosin/(rf  +  e). 

/=/-«. 

c=  Co  sin  J  /,  2  d. 

New  steel  rails  must  not  be  cut  or  slotted  under  any 
circumstances.  All  closures  must  be  made  of  pieces 
of  steel  rail.  Foremen  must  use  the  drills  to  make 
holes  when  closures  are  made.  No  joint  must  perma- 
nently remain  without  the  full  number  of  bolts  to 
each  joint. 

Guard  rails  in  main  track  must  be  at  least  fifteen 
feet  long,  placed  not  more  than  two  inches  from  the 
main  rail,  and  must  be  braced  with  not  less  than 
three  braces.  All  "point  onr  switches  must  have  a 
guard  rail  not  less  than  ten  feet  long  placed  on  front 
of  switch  on  side  of  continuous  rail. 

As  rails  are  removed  from  the  track,  place  at  once 
all  those  that  are  good  for  future  use  on  the  north 
or  east  side  of  the  track,  and  all  those  that  are  un- 
serviceable on  the  south  or  west  side,  and  as  far  as 
practicable  these  piles  should  be  made  near  mile 
posts. 

The  track  must  be  laid  to  a  perfect  gauge,  four 
feet  eight  and  three-quarter  inches,  on  straight  lines, 
and  on  sharp  curves  the  gauge  may  be  widened  not 
to  exceed  four  feet  nine  inches. 

Every  Section  Foreman,  in  the  absence  of  special 
instructions,  must  determine  by  the  following  rules 
the  amount  of  elevation  required  by  each  and  every 


54       MAINTENANCE  OF  WAY  STANDARDS. 

curve  on  his  section,  making  a  note  of  same  for 
future  reference  and  guidance  and  apply  the  eleva- 
tion determined. 

It  is  a  difficult  matter  to  give  one  set  rule  for  the 
elevation  of  the  outer  rail  of  curves  that  will  suit 
under  all  conditions,  hence  the  strict  letter  of  the 
rule  given  cannot  always  be  followed  and  the  best 
results  secured.  As  for  example,  when  curvature  oc- 
curs on  double  track  and  on  steep  grades,  the  trains 
passing  in  the  direction  of  the  ascent  will  necessarily 
move  slower  than  if  going  in  the  opposite  direction 
on  the  other  track,  hence  the  rule  that  would  apply  to 
the  one  track  wo  jld  not  to  the  other,  for  curves  with 
a  great  elevation  offer  at  low  speed  a  greater  resis- 
tance than  those  of  less  elevation  at  same  speed. 
Whereas,  the  alignment  of  both  tracks  being  the 
same  and  the  conditions  exactly  opposite,  the  rule  for 
the  elevation  of  the  outer  rail  should  be  modified. 
Therefor  two  rules  are  given,  one  applying  to  single 
track  lines  where  trains  move  in  opposite  directions, 
and  for  double  track  on  descending  and  light  ascend- 
ing grades,  where  trains  always  move  in  the  same 
direction.  In  order  to  determine  the  elevation  re- 
quired by  a  curve  it  will  first  be  necesssary  to  ascer- 
tain the  degree  of  curvature  or  radius,  which  can  be 
readily  done  by  stretching  a  fifty-foot  line  along  the 
inner  or  gauge  side  of  the  outer  rail  of  the  curve, 
letting  the  line  touch  the  inner  edge  of  the  rail  at  the 
twojpoints  exactly  fifty  feet  apart,  and  be  stretched 
straight  and  taut  between  them.  While  two  men  are 
holding  the  line  in  this  position  the  Foreman  will 
measure  with  his  rule  the  distance  from  the  center  of 
the  line  to  the  gauge  line  of  the  rail,  which  will  give 


EASTERN    ROADS. 


55 


what  is  known  as  the  middle  ordinate  for  fifty  feet  of 
the  curve.  Should  the  curve  be  on  a  single  track  line 
or  on  a  descending  or  light  ascending  grade  on 
double  track,  he  will  find  in  the  following  table  the 
ordinate  which  corresponds  nearest  with  the  dis- 
tance measured  by  the  rule,  and  on  the  same  line  in 
the  second  column  of  the  table  will  be  found  the  pro- 
per elevation  for  the  curve. 

TABLE  OF  ORDINATES  AND  ELEVATIONS. 

Table  of  Ordinates  and  Elevations  for  Curves  to  be 
used  on  Single  Track  Lines  or  Descending  and  Light 
Ascending  Grades  on  Double  Track. 

Speed  40 'miles  per  hour  for  curves  to  5;  over  5,  35 
miles  per  hour. 


Middle  Ordinate  for  Fifty 
Feet  of  Curve. 

Elevation  of  Outer 
Rail. 

Degree  of  Curve. 

i*6  inch 

4    inch 

4 

i 

^  A 

i 

1 

Vr, 

14 

1-5^. 

2* 

2 

If 

2| 

24 

2 

3  i 

3 

3,H 

34 

4 

'2  '  ": 

4  j 

44 

3  i 

5 

5 

s| 

54 

54 

3Jf 

5  4 

6 

M 

5^ 

64 

*  A 

6 

7 

HI 

6i 

74 

H 

J| 

8 

53* 

7 

9^ 

«i 

7i 

94 

6I96 

74 

10 

Where  the  middle  ordinate  of  a  fifty   foot   cord   of 
any  curve  exceeds  6  9-16  inches,  special  instructions 


56 


MAINTENANCE  OF   WAY   STANDARDS. 


must  be  obtained  from  the  Division  Engineer  or  Su- 
pervisor to  suit  the  exigencies  of  the  case,  but  in 
no  instance  on  the  main  tracks  must  the  elevation  of 
the  outer  rail  exceed  8-|  inches. 

Should  a  curve  be  on  a  steep  ascending  grade,  on 
double  track,  where  trains  always  move  in  the  same 
direction,  the  elevation  of  the  outer  rail  of  the  curve 
will  be  obtained  by  finding  the  middle  ordinate  for  a 
cord  of  fifty  feet  of  the  curve  as  per  instructions  pre- 
viously given  and  referring  to  the  following  table : 

TABLE  OF  ORDINATES   AND  ELEVATIONS. 

Table  of  Ordinates  and  Elevations  for  Curves  to  be 
used  on  Steep  Ascending  Grades  on  Double  Track 
where  Trains  always  move  in  the  same  direction: 


Middle  Ordinate  for  Fifty 
Feet  of  Curve. 

Elevation  of  Outer 
Rail. 

Degree  of  Curve. 

j'V  inch 

§' 

T5c   inch 

f 

1 

1  4 

1  -5-     " 

1  5. 

2 

If      " 

If" 

2£ 

2 

2 

3 

2?     » 

2i 

4 

3*'     " 

34 

5 

3i  i     " 

3| 

6 

4|6   ;; 

4* 

7 

5?     " 

4§ 

82 

if  : 

5 

84 
9 

«.»«  •• 

5| 

.      94 
10 

NOTE.— The  above  table  must  be  applied  in  determining  the  elevation  of 
the  outer  rail  for  all  curves  on  the  main  line.  Should  the  schedule  time  of 
trains  exceed  forty  miles  per  hour  the  elevation  must  be  proportionally 
increased  on  instructions  from  the  Division  Engineer  or  Supervisor.  For 
all  yards  and  sidings  use  one-half  the  elevation  given  above. 


EASTERN   ROADS.  57 

In  determining  the  degree  of  a  curve  ordinates 
should  be  taken  at  several  different  points,  so  that 
any  especially  sharper  flat  places  in  the  curve  (which 
should  be  corrected  when  discovered)  do  not  mislead 
in  determining  the  true  elevation  for  the  curve. 
Some  curves  known  as  compound  curves  are  purpose- 
ly made  sharper  for  a  portion  of  their  lengths,  and 
some  very  long  curves  may  change  their  degree  sever- 
al times  in  their  entire  length,  but  with  a  little  care 
this  can  readily  be  detected  in  taking  the  ordinate 
and  the  proper  elevations  be  applied  to  the  several 
parts.  At  the  point  where  the  curve  compounds  it 
should  have  the  full  elevation  of  the  sharper  branch. 
Example:  If  a  curve  is  a  six  degree  curve  for  a  por- 
tion of  its  length  and  a  three  degree  curve  for  the  re- 
mainder, the  first  branch,  as  it  is  called,  will  require 
an  elevation  corresponding  to  a  six  degree  curve,  and 
the  second  branch  an  elevation  corresponding  to  a 
three  degree  curve. 

All  curves  must  have  full  elevation  at  their  endsy 
which  elevation  must  be  carried  uniformly  around 
the  curve,  except  in  the  case  of  a  compound  curve, 
and  run  down  to  a  level  on  the  straight  lines  at  each 
end  as  soon  as  practicable.  Ordinarily  they  should 
drop  one  inch  to  each  thirty-foot  rail,  but  where 
curves  reverse,  one  directly  to  the  other,  with  no 
straight  line  between  them,  no  elevation  can  be  given 
to  either  until  the  curves  are  entered;  and  when  the 
straight  line  between  them  is  very  short  it  may  be 
practicable  to  give  the  curves  only  a  part  of  the  ele- 
vation  at  their  ends  and  the  balance  as  soon  as  possi- 
ble after  entering  them. 

The  elevation  of  curves  is  one  of  the   most  import- 


-58- 

PLATE  XIV. 


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—59— 
PLATE  XV. 


3.  &  O.K.R.  Standard 


6*7  £&. 


— 6o— 
PLATE  XVI. 


— 6i- 
PLATE  XVII 


£.&  0.  RR.  Standard 


SS  £.&. 


—62— 

PLATE  XVIII. 


3  £ 

O    "5 


-63- 
PLATE  XIX. 


I 


lo 
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-64- 
PLATE  XX. 


-65- 
PLATE  XXI. 


—66— 
PLATE  XXII. 


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PLATE  XXIII. 


PLATE  XXIV. 


9 

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PLATE  XXV. 


ouvdNvig 


—70— 
PLATE  XXVI. 


PLATE  XXVII. 


PLATE  XXVIII. 


—73— 
PLATE  XXIX. 


74        MAINTENANCE  OF  WAY  STANDARDS. 

ant  matters  connected  with  track  adjustment,  and 
should  receive  the  closest  attention  of  Section  Fore- 
men, for  if  neglected,  besides  endangering  the  trains, 
will  result  in  the  rapid  wear  of  the  rails  and  wheel 
flanges  and  the  great  discomfort  of  passengers. 

Rail  braces  of  the  standard  pattern  must  be  used 
on  both  inside  and  outside  rails  at  centers  and  quar- 
ters on  all  curves  where  an  elevation  of  seven  inches 
of  the  outer  rail  is  required,  and  at  such  other  places 
as  may  be  found  necessaiy,  and  then  under  special 
instructions  from  Division  Engineers  and  Super- 
visors. 

Keeping  the  track  on  straight  lines,  perfectly  level 
crosswise,  is  of  great  importance,  and  will  aid  ma- 
terially in  preserving  the  alignment.  Every  Section 
Foreman  should  be  provided  with  a  level  board  for 
determining  this  and  the  elevation  on  curves. 

HAND    AND   PUSH   CABS. 

When  hand  or  push  cars  are  not  in  actual  use  they 
must  be  lifted  off  the  track  and  placed  entirely  clear 
of  passing  trains.  When  not  within  sight  of  the  men 
they  must  be  locked,  and  no  car  shall  be  used  with- 
out the  knowledge  of  the  Section  Foreman. 

In  no  case  shall  a  hand  car  be  attached  to  a  train 
in  motion. 

Rails  must  never  be  carried  on  hand  cars  except 
in  case  of  an  emergency. 

Great  care  must  be  exercised  when  it  is  necessary 
to  use  hand  or  push  cars  during  foggy  weather  or  in 
the  night.  Foremen  must  always  accompany  the  car. 

No  car  will  be  run  at  night  or  on  Sunday  except  in 
case  of  actual  necessity.  Cars  must  be  kept  under 


EASTERN   ROADS.  75 

lock  and  key,  and  in  no  case  be  used  for  personal  pur- 
poses. 

TOOLS   AND   SUPPLIES. 

Foremen  and  all  gangs  will  be  held  responsible  for 
all  material  and  tools  placed  in  their  custody,  and 
must  report  promptly  any  loss  to  their  Supervisor  or 
superior  officer. 

The  Supervisor  will  furnish  each  Foreman  with  a 
list  of  all  the  tools  necessary  for  their  section  or 
gang,  and  will  supply  the  tools  according  to  their 
list.  These  tools  must  always  be  on  hand  and  sub- 
ject to  inspection  which  may  be  made  at  any  time. 
When  a  tool  wears  out  or  is  broken  in  use,  the  Fore- 
man must  make  requisition  for  a  new  one,  which  may 
be  issued  only  upon  the  return  of  the  old  tools  to  the 
Supervisor. 

Small  tools  and  loose  track  supplies  must  be  kept 
under  cover  and  locked  at  night,  and  must  be  carried 
to  the  work  as  required  and  returned  each  night  to 
the  tool  house. 

Foremen  will  have  the  care  of,  and  be  responsible 
for,  all  loose  property,  such  as  cross-ties,  lumber,  bal- 
last, scrap,  etc.,  and  must  take  every  precaution  to 
prevent  its  loss  by  the  elements  or  theft. 

All  material,  as  far  as  practicable,  must  be  kept 
locked  or  under,  the  eye  of  the  Foreman,  and  under 
no  circumstances  must  tools  or  materials  belonging 
to  the  company  be  loaned  or  given  to  any  person 
whether  employed  or  not. 

All  spikes  must  be  carefully  drawn  with  the  view 
of  using  them  again,  and  no  old  ties  must  be  thrown 
aside  with  spikes  remaining  in  them.  Ail  old  spikes 
which  cannot  be  used  airain  must  be  collected  and 


76 


MAINTENANCE  OF  WAY  STANDARDS. 


kept  at  the  tool  house  for  shipment  as  directed  by  the 
Supervsior. 

Mill  rails  should  be  piled  at  the  side  tracks  con- 
venient for  shipment,  iron  and  steel  rails  being 
piled  separately.  Repair  rails  must  be  likewise  as- 
sorted and  piled  upon  old  ties  or  other  rough  plat- 
form free  from  the  ground. 

At  water  stations  where  the  supply  is  taken  from 
penstocks,  Foremen  must  have  fires  kept  burning  in 
the  penstock  pits  when  necessary,  and  take  every 
precaution  to  keep  the  penstocks  free  from  ice  and  in 
good  working  order. 

Pumpers  must  not  unnecessarily  call  on  the  Fore- 
men for  assistance,  but  must  do  all  in  their  own 
powci'  to  prevent  their  tanks  and  connections  from 
freezing. 

WATCHING. 

Every  morning  the  Forman  must  send  a  reliable 
and  experienced  man  to  walk  over  such  portion  of 
the  section  as  will  not  be  seen  by  the  foreman  dur- 
ing the  day.  This  track  walker  should  carry  a  few 
bolts,  nut  locks,  spikes  and  nails  and  a  wrench  and 
tamping  pick.  He  must  replace  missing  bolts  and 
nut  locks,  replace  broken  spikes,  examine  all  joints 
and  rails,  raise  low  joints,  look  for  broken  rails  and 
burnt  joint  ties,  examine  closely  all  frogs,  switches 
and  switch  locks,  pick  up  all  spikes,  bolts,  nuts,  etc., 
and  place  them  where  the  Foreman  can  get  them. 
Watch  for  and  extinguish  fires,  replace  fences,  close 
farm  gates,  arid  do  anything  and  everything  in  his 
power  to  protect  the  road  from  accident  and  loss,  and 
ctock  from  wandering  on  the  tracks. 


EASTERN  ROADS.  77 

Night  watchmen,  in  addition  to  the  foregoing, 
must  see  that  all  cars  left  on  sidings  fully  clear  the 
main  track;  that  the  doors  of  loaded  cars  are  locked; 
examine  buildings  and  other  property  of  the  com- 
pany and  protect  them  from  fires  and  theft,  and  be- 
fore going  off  duty  notify  the  Foreman  of  any  delay- 
ed trains  that  have  not  passed,  and  of  any  other 
matters  requiring  his  attention. 

During  heavy  rains  and  storms  Foremen  must  take 
ever  precaution  to  prevent  accidents;  every  man,  if 
necessary  must  be  placed  on  duty  and  the  entire  sec- 
tion watched.  Torpedoes  and  the  necessary  signals 
to  stop  trains  must  be  distributed,  and  all  culverts 
and  drains  examined  and  all  drift  wood  immediately 
removed. 

Bridge  watchmen  must  keep  a  supply  of  water  on 
the  bridge  at  close  intervals  and  follow  every  train, 
and  extinguish  any  hot  cinders  that  may  have  fallen 
from  the  engine.  They  must  keep  the  coping  of  the 
abutments  and  piers  clean,  and  remove  all  combusti- 
ble matter  from  the  vicinity  of  the  bridge;  frequently 
examine  the  iron  work  and  timber  of  the  bridges  and 
report  to  the  Foreman  any  decay  or  defect;  observe 
the  speed  of  passing  trains  and  report  to  the  Fore- 
man any  violation  of  the  rules,  and,  as  far  as  possible, 
prevent  all  persons  except  employees  from  crossing 
the  bridges.  When  not  wholly  occupied  watching 
they  will  attend  to  such  duties  as  the  Foreman  may 
direct. 

ACCIDENTS. 

In  case  of  accident  to  trains  the  nearest  Section 
Foreman  must  at  once  take  the  entire  force  to  the 
relief  of  the  train  even  if  it  be  off  his  own  section. 


78        MAINTENANCE  OF  WAY  STANDARDS. 

Train  men  always  send  to  the  nearest  Section  Fore- 
man for  assistance,  and  section  men  must  respond  at 
all  times,  day  or  night,  to  calls  from  the  conductors 
or  enginemen  of  trains  in  distress.  When  notified  of 
broken  rails  on  adjoining  sections  they  must  go  at 
once  and  make  the  track  safe  for  the  passage  of 
trains. 

When  assisting  a  train  delayed  by  an  accident, 
Section  Foreman  will  act  under  the  direction  of  the 
senior  Track  Foreman  until  the  arrival  of  the  con- 
ductor of  the  construction  train,  the  Supervisor  or  the 
Division  Engineer. 

In  case  of  wreck,  Foremen  must  at  once  appoint 
the  necessary  watchmen  to  'prevent  freight  or  the 
Company's  property  from  being  stolen,  and  the 
watchmen  must  remain  on  duty  until  relieved  or  the 
goods  are  removed. 

Foremen  must  report  all  accidents  occurring  on 
their  sections  to  the  Supervisor  by  telegraph  as  soon 
as  possible,  giving  briefly  and  without  exaggeration 
the  nature  of  the  accident.  The  telegram  must  be  fol- 
lowed by  a  full  report  on  the  proper  blank.  When 
serious  accidents  occur,  requiring  a  collection  of 
forces  and  material,  Foremen  must  notify  the  Super- 
visor and  the  Division  Engineer. 

When  repairs  have  been  made,  after  an  accident 
has  occurred,  and  the  different  gangs  are  about  to 
separate,  each  Foreman  must  carefully  gather  up 
the  tools  of  his  gang,  which  should  always  have 
some  distinguishing  mark.  Any  foreman  or  laborer 
who  conceals  or  takes  away  a  tool  that  belongs  to  an- 
other gang  will  be  at  once  dismissed  from  the  service. 

A  prompt  report  must  be  made  to   the   Supervisor 


EASTERN    ROADS.  79 

by  the  Foreman  of  an  injury  to  any  person,  caused 
by  the  operation  of  the  road,  so  the  proper  officer 
may  be  notified. 

Foremen  must  report  to  the  Supervisor  in  writing 
all  fires  on  their  sections  occasioned  by  sparks  from 
the  locomotives,  whether  damage  was  done  to  the 
Company  or  private  parties.  The  report  must  state 
the  location,  the  extent  of  the  damage  and  the 
owner's  name,  together  with  the  number  of  the 
engine  and  the  train  causing  the  fire. 

When  stock  is  crippled  or  killed  on  his  section,  the 
Foreman  must  make  a  report  on  the  proper  form  and 
furnish  all  the  information  pessible  to  obtain.  Any 
particulars  not  asked  for  in  the  report  sould  be  men- 
tioned, and  the  report  sent  to  the  Supervisor  as  soon 
as  possible  after  the  occurrence. 
POLICING. 

Policing  is  a  term  employed  by  railroad  men  to 
express  the  preservation  of  good  order  along  its  lines, 
such  as  cleaning  right  of  way  of  undergrowth  and 
piling  material  in  proper  shape,  and  in  general,  keep- 
ing the  line  in  good  order. 

Foremen  are  responsible  for  the  proper  policing  of 
the  sections,  and  they  and  all  other  employees  must 
in  all  cases  be  polite  and  obliging  to  the  farmers  and 
patrons  of  the  road  along  the  line.  Foremen  must 
treat  the  men  under  them  with  the  consideration  due 
to  men,  and  must  never  use  abusive  or  profane  lan- 
guage toward  them.  Laborers  who  habitually  fail  to 
give  satisfaction  should  be  discharged  and  others 
employed  in  their  places. 

All  old  cross-ties  taken  from  the  track  must  be 
gathered  daily,  if  practicable,  and  piled  or  disposed 


oU         MAINTENANCE  OF  WAY  STANDAKDS. 

of  in  such  a  manner  as  may  be  directed  by  the  Super- 
visor. All  other  old  and  light  material  must  be 
carried  to  the  hand  car  house. 

All  material  dropped  from  engines  and  cars,  such 
as  drawbars,  car  doors,  brakes,  "bolts,  etc.,  belonging 
to  the  company,  must  be  gathered  up  daily  and  taken 
to  the  tool  house  for  shipment  as  directed.  Any 
package  or  articles  of  freight  that  may  fall  from  trains 
must  be  taken  to  the  nearest  station  agent,  who  will 
forward  the  same  to  the  Superintendent. 

Foremen  must,  if  possible,  make  themselves  familiar 
with  all  the  boundary  lines  of  the  Company's  proper- 
ty on  their  respective  sections,  and  permit  no  one  to 
encroach  thereon  without  special  permission.  They 
must  report  in  writing  to  the  Supervisor  the  name 
and  residence  of  any  person  who  attemps  to  erect 
fences  or  buildings,  or  otherwise  occupy  the  Com- 
pany's grounds. 

Foremen  must  observe  that  occupants  of  Company's 
houses  keep  them  in  respectable  repair  and  that  the 
grounds  are  kept  neat  and  free  from  rubbish. 

Briars  and  undergrowth  on  the  right  of  way  must 
be  kept  close  to  the  ground,  except  where  the  growth 
is  a  benefit  in  preventing  slides  and  washouts;  all 
weeds,  etc.,  which  it  is  desired  to  destroy  must  be  cut 
down  and  burned  before  seeding  time,  but  great  care 
must  be  taken  that  adjoining  fences  and  grounds  are 
not  injured  by  fires. 

Wherever  fires  are  seen  on  the  track  or  adjoining 
grounds  they  must  be  extinguished,  and  an  effort 
made  to  discover  the  cause  of  the  fire;  if  from  a 
locomotive  the  number  and  train  must  be  reported 
to  the  Supervisor.  All  combustible  material  must  be 


EASTERN  ROADS.  81 

removed  from  the  vicinity  to  the  track,  bridges  and 
buildings.  Farm  aud  highway  crossings  must  be 
kept  in  the  best  possible  repair  and  free  from  ob- 
structions,  and  hand  or  push  cars  must  not  be  left 
unnecessarily  on  such  crossings. 

Foremen  must  watch  closely  all  points  where  ob- 
structions to  the  road  are  likely  to  occur.  The  slope 
of  cuts  should  be  examined,  and  any  rocks,  stumps  or 
masses  of  earth  removed  that  are  likely  to  slide  or 
fall;  all  dead  trees  or  unsound  trees  which  are  in  dan- 
ger of  falling  on  the  track  during  high  winds,  or 
which  obstruct  the  view  of  the  track  or  endanger  the 
telegraph  line,  should  be  cut  down,  and  if  not  on  the 
Company's  grounds  and  the  owner  should  object,  the 
fact  should  be  reported  to  the  Supervisor  and  in- 
structions asked. 

Whenever  wood,  cross-ties,  lumber  or  other 
material  is  piled  along  the  track,  notice  must  be 
taken  by  Section  Foremen  that  it  is  at  least  six  feet 
from  the  rail.  If  found  nearer  it  must  be  at  once 
removed  to  the  proper  distance.  Signal  or  mile 
posts  must  not  be  placed  nearer  the  rail  than  six 
feet. 

The  telegraph  poles  must  be  kept  in  proper  posi- 
tion, and  trees  near  the  wires  must  be  kept  trimmed 
to  prevent  the  branches  touching  the  wires  during 
high  winds,  and  all  vines  growing  up  the  poles  must 
be  removed. 

Station  platforms  and  grounds  about  stations  must 
be  kept  clean  and  in  good  order,  and  immediately 
after  snow  storms  switches  and  platforms  must  be 
cleaned. 

Postal    cranes,    clearance    posts,    whistle    boards, 


82       MAINTENANCE  OF  WAY  STANDARDS. 

crosssing  signs  and  switch  lights  must   be  kept  in 
good  order. 

Foremen  must  report  to  the  Supervisor  all  freight 
trains  that  pass  at  the  higher  rate  of  speed  than  the 
schedule  permits,  as  well  as  any  other  carelessness  or 
misdemeanor  of  trainmen. 

CONSTRUCTION    TRAINS. 

Construction  or  ballast  trains  must  occupy  the 
main  track  only  by  special  orders.  They  must  in 
every  case  be  clear  of  the  main  track  between  7 
o'clock  p.  m.,  and  6  o'clock  a.  m.,  and  throughout  the 
entire  day  on  Sunday  unless  specially  directed  other- 
wise. In  cases  of  emergency,  when  they  cannot 
clear  the  main  track  as  above,  flagmen  must  be  sent 
in  both  directions  to  protect  the  train  until  orders 
can  be  obtained.  They  must  report  by  telegraph 
each  evening,  when  they  are  in  for  the  night,  and 
where  they  wish  to  work  the  next  day.  After  they 
once  report  "In"  for  the  night  they  must  not  occupy 
the  main  track  again  that  night  without  special 
orders  to  do  so. 

From  the  first  day  of  December  to  the  first  day  of 
March  they  must  spend  the  night,  if  possible,  at  a 
telegraph  station  and  observe  the  same  rule  during 
the  remainder  of  the  year  when  it  can  be  done  with- 
out losing  time. 

Foremen  of  construction  trains  are  appointed  by 
the  Division  Engineer,  and  are  responsible  for  the 
safety  and  proper  care  of  their  trains,  and  for  the 
good  conduct  of  all  the  men  employed  therein,  and 
for  any  material,  tools  or  supplies  entrusted  to  their 
care. 

They  must  obey   all    orders  for  the   safe  move- 


EASTERN   ROADS.  83 

ment  of  their  trains  from  the  Train  Dispatcher  and 
faithfully  observe  all  the  card  rules.  They  must  also 
make  themselves  familiar  with  the  rules  and  instruc- 
tions issued  to  track  and  bridge  men,  and  make  them- 
selves acquainted  with  all  kinds  of  work  pertaining 
to  the  maintenance  of  road. 

They  must  report  at  once  in  writing  to  the  Division 
Engineer  whenever  inadequate  motive  power  or  in- 
competent enginemen  are  furnished  them. 

On  Monday  of  each  week  they  must  send  to  the 
Division  Engineer  a  written  report  of  all  delays  ex- 
perienced during  the  preceding  week,  on  account  of 
not  receiving  orders  promptly,  or  from  other  causes. 

Whenever  they  experience  delays  at  stations,  either 
in  wrting  for  orders  or  from  other  causes,  they  must 
keep  the  entire  force  employed.  No  time  must  be 
wasted,  and  at  every  point  on  the  road  some  kind  of 
work  will  be  found  to  do.  Whenever  delays  occur 
(and  some  cannot  be  prevented)  the  men  must  be  put 
to  work  cleaning  the  station  grounds,  weeding,  ditch- 
ing, ballasting,  etc. 

Train  foremen  must  remember  that  they  are  placed 
on  the  road  to  assist  the  Track  Foremen  and  not  to 
embarass  them,  and  therefore  the  wishes  of  foremen 
should  be  complied  with  as  much  as  possible  in  the 
distribution  of  material,  as  they  are  supposed  to  be 
the  best  judges  of  where  the  supplies  are  to  be  placed. 

The  greatest  care  must  be  exercised  in  unloading 
material;  rails  must  never  be  unloaded  when  cars  are 
in  motion,  and  skids  must  be  used  to  prevent  bending 
and  breaking.  Cross-ties  must  not  be  thrown  over 
the  bank  or  in  the  ditches  to  obstruct  the  waterway, 
nor  must  any  condemned  or  uninspected  ties  be 


84        MAINTENANCE  OF  WAY  STANDARDS. 

loaded  or  unloaded  without  special  orders.  Ballast 
should  be  unloaded  as  evenly  as  possible  on  both 
sides  of  the  road,  and  so  distributed  that  no  thin 
places  will  be  left  between  the  ends  of  the  successive 
train  loads. 

No  one  but  an  officer  of  the  road  will  be  permitted 
to  ride  on  construction  trains. 

Foremen  must  not  give  fuel  or  material  to  any  one 
without  an  order  from  the  Division  Engineer. 

In  cases  of  accidents  to  trains  foremen  must  render 
assistance  as  soon  as  notified  by  the  Train  Dispatcher 
or  Division  Superintendent,  and  must  do  everything 
in  their  power  to  secure  the  safe  and  speedy  passage 
of  trains.  They  will  have  full  charge  of  any  wreck 
until  the  arrival  of  the  Supervisor,  Division  Engineer 
or  Train  Master. 

Whenever  it  is  necessary  for  train  foremen  to  leave 
their  trains  permission  must  be  obtained  from  the 
Divison  Engineer,  and  under  no  circumstances  must 
they  leave  their  men  without  such  permission.  Such 
absence  must  be  communicated  to  the  Train  Dis- 
patcher, so  that  in  case  of  accident  the  Supervisor 
can  take  the  train  or  make  another  appointment. 

Train  foremen  must  make  such  reports  of  labor  and 
material  as  may  be  directed  by  the  Division 
Engineer. 


-8s- 
PLATE  XXX. 


BILLOF  TIES 
STANDARD.  TURNOUT  NO.  6  FROG 
B./IND  O.  R.  R 

NO.  OF 
PIECES 

THICK- 
NESS 

FACE 

LENGTH 

NO.  OF 
PIECES 

THICK- 
NESS 

FACE 

LENGTH. 

* 

7' 

8" 

18'   0" 

7" 

8* 

1    1           1 

4 

7" 

8" 

8     6" 

7" 

8' 

1  1     4 

7 

8* 

8     8' 

7' 

£* 

1!     8 

7 

8' 

8'    9 

7* 

811 

IZ    0 

7' 

8" 

8'/0~ 

7 

8' 

IZ    4 

7~ 

8" 

8    1  I" 

7' 

8' 

iZ    8 

7 

8* 

S'    0' 

7 

8* 

13    0 

7 

8' 

9'   2" 

7W 

8" 

13    3 

7" 

8' 

9'   4" 

7" 

8* 

13     6 

7' 

8' 

9'    6* 

7 

8 

13     5 

r 

8" 

3'    8" 

7' 

8' 

14-   0 

7* 

8' 

9   10' 

7' 

8^ 

14-  3 

7' 

8' 

1  0'    O" 

7' 

8* 

14   7 

f 

8 

10'   2' 

7' 

8' 

14-  1  f 

7" 

8 

10    4' 

7* 

r 

15    3 

7" 

V 

10'    7" 

7" 

8 

15   8 

7' 

8" 

10'  10' 

7' 

& 

15   I/ 

7* 

B" 

16    0 

—86- 
PLATE  XXXI. 


BILL  OF  TIES 

5T4ND/\RD  TURNOUT   NO  10   FROG 

B.*N0O.R    R, 

NO.  or 
PIECES 

ITHICK 

NESS 

MCE 

LENGTH 

NO.  or 
PIECES 

THICK- 
NESS 

FACE 

LENGTH 

f 

7" 

8" 

8    8* 

/ 

7" 

8  ' 

If     4' 

1 

7M 

8 

8'    9" 

1 

7" 

8" 

i  r  6" 

1 

7" 

8" 

8'IO" 

1 

r 

8* 

i   1  '     8" 

2 

T 

8" 

8'lT 

1 

7" 

a' 

1   1  '  1  0" 

2 

r 

8 

9     0' 

1 

r 

8' 

12'    0" 

7" 

8" 

9'  r 

??  .; 

7" 

8 

12'    2 

7" 

8* 

9'   2" 

i 

7" 

8 

/  2'    4" 

7" 

8" 

9     3" 

i 

7" 

8 

J2'    6" 

7" 

8 

9    4" 

i 

7" 

8' 

/  2'   S" 

r 

8" 

9'  5" 

i 

7" 

8" 

1  3     0" 

r 

8' 

9     6" 

i 

7* 

8 

13'    Z" 

r 

8" 

9     7 

"i 

7' 

8 

)  3     4-' 

r 

8" 

9'   8" 

i 

7" 

8" 

13     7" 

7" 

8* 

9     9". 

i 

7" 

8" 

13'  10" 

7" 

8" 

9'  10" 

i 

7" 

a' 

14'    0" 

7" 

8' 

9'i  r 

i 

T 

8" 

14-'    2* 

7' 

8 

1  0     0" 

i 

7" 

8" 

14-'    4" 

7" 

8" 

»O*    2* 

'°i' 

7' 

8* 

14-'    6" 

7" 

8 

/O'   4" 

i 

7* 

8' 

14'    9* 

7" 

8" 

10'    6" 

i 

7' 

8" 

/5'   0" 

7" 

8 

10'    8 

i 

7* 

8" 

15'   2." 

7" 

8" 

10'fO' 

i 

7' 

8 

/v5'    5" 

7" 

8" 

II'    0" 

i 

7" 

8' 

1  5'   8* 

7" 

8 

i  r  r 

i 

7" 

8* 

15/0* 

7" 

8 

i/'  2" 

i 

7 

8" 

I  6     0" 

2 

7 

8* 

1  8'    0* 

PLATE  XXXII. 


£.  &  O.R.~R.  Standard 


6 


PLATE  XXXIII. 


&  O.RR.  Standard 


«•       .    «  t      I  I 

fe-    A?"  4-S-l     H-    /^"-^l 
'•  V2*K    ^' 

I 


V* 


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1 

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PLATE  XXXIV. 


PLATE  XXXV. 


0.  R.K  Standard, 


~o  ac  *LACCO    AT  r/y 
Of    fACH     JfCT/OIV      OJV 
tSAME    S/D£    AS  tfJLE    fOS 


'^ 


OfA 


AMO  L£TT£A9,  POST  OAOWN,  AND  BOTTOM 

COAL  TAH. ~  fLATet  A*£  y-~ a ot.rs. 

a- >; 

X-** 


ACCOAOANi 
t£TT-£*CO 


SEVENTY   TWO  AND  A  r^ACT/on   AT/L£J  f»OM  /let. A  Y, 

l/MffAJ     WILL.     B£     72  A    I    72  B,/if  O/V.%     A  A'^  /VtfATVy  jSftA/VCff 

f  r*t  CAHAL  Bniotf ,  MOTH    ff/ntf    •revfAfrr    TWO    f.  A  r/tA 


£"''*<"""•" 


•iurs    two 
fLACfo-  mcTwerti    I&IACKJ    AT 

A  *0/M7*  JjfT.   rAOtn  FA  CM    ft  AIL. 


PLATE  XXXVI. 


3.&Q.KR.  Standard. 


0,| 


_   _  f  o  v     ,     ^#a w 

i$*Mi*  ^^f^^.^m 

* :  I ;  •      ^  ^l^^r^cT^ 


—92— 

PLATE  XXXVII. 


13.  &  O.RR.  Standard 


—93— 
PLATE  XXXVIII. 


osvr   o&  TWO 


—94— 
PLATE  XXXIX. 


Sl      Oooft 


B.  &  O.R.R.  Standard 


PLATE  XL. 


BLOCK  f/GML   TOW£R 

Bl&O.R.R.  Standard 


PLATE  XLI. 


J3.&0.  RR..Stcmdar<L 


V    I/ 


—97— 
PLATE  XLII. 


w*re/t 


J3.&O.RR  Standard, 


PLATE  XLIII. 


PLATE  XL!  V. 


3.&O.R.R.  Standard 
PENSTOCK 


jf     '              !              >              1              '             i 

t     '-  J 

i 

% 

i 

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^—  ±—  —  ^ 

— 100 — 

PLATE  XLV. 


o/v y.*:^ 


(S  QftR.  Standard 


— ioi —      -  -  > : 
PLATE  XLVL  ' 


AM /L-BJG  €/?/!#£ 
or 


TH£  Tor  cross  -A/t+t  /sr/roT£0  TO  TH£otrr$/0£  of  T#£ 


ALO/VffS/0£  OS?  TK£P/£C£  THAT 


BILL 


_______   6 

l  ___  ;  ___ 
/  P/£C£  BOTTOM  *#**  ____  L  __  _ 


102 

PLATE  XLVIL 


—103— 
PLATE  XLV11I. 


i.  SPEC/r/c/iT/o/vs 

MATE  ft  ML  /)/?£  //£#EBY 

2  Tft/?CK  B0L  73  /t/VD  /VVTS  Mt/ST  COMFffft/M  ACCWlTf- 
LY  TO  D/M£/VS/0/VS  O/V  8LVE  Pft/NT. 

3  //?0#  MVST  BE  TOVGH}  f/8ftOVS  J/W  0F  VWFOftM 

STEEL  /vvsTBEJOfr,  OUCT/LE,  SHOVL  o 

~  TEMS/LE.  3T&EWG  THOF6O  OOOL  BS  PEffSq.  /# 

/8/>£ft  CE/VT//V  &  //YC//SS 
V.  S. 


5. 


,  £TC  . 


/WHY  W/LL 
9 


— 104 — 
tLATE  XLIX. 


B.&  O.ftR. 


—IDS— 
PLATE  L. 


.R.R.  Standard 


— io6— 
PLATE  LI. 


—107— 
PLATE  LI  I. 


S.  &  O.R.R.  Standard 


}> 


— io8— 
PLATE  LIII. 


B.&O.R.R.  Standard 


1 


C/./7X  /=Vc/f 
7LSS 


— IOQ — 

PLATE  LIV. 


cq 


___  t  ___ 


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5 
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— no — 
PLATE  LV. 


„> 


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I 

.•L  _ 


CHAPTER  III 

PHILADELPHIA    AND    READING     RAILROAD. 
RULES   FOR   SUPERVISORS. 

Supervisors  report  to  and  receive  their  instructions 
from  the  Division  Engineer. 

They  will  have  general  charge  of  Section  Foremen 
and  men,  as  well  as  Crossing  and  Tunnel  Watchmen, 
seeing  that  they  perform  their  respective  duties,  and 
must  keep  accurate  record  and  make  prompt  report  of 
the  time  of  such  men. 

They  may,  with  the  approval  of  the  Division  Engi- 
neer, suspend  any  employe  in  their  charge,  for  neg- 
lect of  duty.  v  - 

They  must  see  that  employes  in  their  charge  are 
supplied  with  the  current  Time-tables  and  with  the 
Rules  and  Instructions  pertaining  to  the  mainte- 
nance and  operation  of  the  road,  and  must  examine 
them  in  such  Rules  and  Instructions  to  see  that  they 
are  qualified  for  their  respective  positions. 

They  must  provide  themselves  with,  and  see  that 
each  Section  Foreman  carries  a  reliable  watch,  which 
must  always  indicate  Standard  Time. 

They  must  keep  general  oversight  of  all  contractors 
or  others  doing  work  on  their  respective  sections,  and 


112        MAINTENANCE  OF  WAY  STANDARDS. 

see  that  the  safety  of  the  tracks  is  not  endangered  by 
them. 

They  must  keep  the  right  of  way;  track,  and  road- 
bed in  the  best  possible  condition,  and  see  that  all 
ties  removed  from  the  track,  as  well  as  old  materials 
and  scrap,  are  properly  collected  at  least  once  a  week. 

They  must  frequently  pass  over  their  sections,  giv- 
ing special  attention  to  the  condition  of  bridges  and 
trestles;  see  that  culverts  and  drains  are  safe  and  in 
thorough  repair,  particularly  after  severe  storms,  and 
that  all  slopes  and  ditches  are  properly  preserved; 
examine  carefully  all  road  crossings,  cattle-guards, 
switches,  and  frogs;  have  everything  removed  that 
may  obstruct  the  track,  and  do  everything  necessary 
to  secure  and  maintain  the  safety  of  the  road. 

They  must  maintain  proper  clearance  on  sides  of 
track,  allowing  no  material  whatever  to  be  placed 
within  seven  feet  of  main  track,  and  within  four  feet 
of  sidings. 

They  must  carefully  examine  water  stations,  plugs, 
and  dams,  and  report  any  defect  or  damage  thereto, 
as  well  as  deficiency  of  water  supply. 

In  case  of  accident  or  of  any  obstruction  to  the 
road,  they  must  immediately  go  to  the  place,  taking 
with  them  such  force  as  may  be  required  to  clear  the 
road  as  quickly  as  possible.  They  must  ascertain 
and  report  full  particulars  in  connection  with  all  ac- 
cidents upon  their  respective  portions  of  road. 

They  must  make  such  monthly  reports  as  are  pre- 
scribed, and  will  be  responsible  for  the  proper  dis- 
tribution and  use  of  all  materials  in  their  charge. 

They  must  familiarize  themselves  with  the  rules  for 
the  movement  of  trains,  and  with  the  duties  of  Train- 


— U3 — 
PLATE  LVI. 


—114— 
PLATE  LVII. 


EASTERN   ROADS.  115 

men,  reporting  any   neglect   of   duty   coming   under 
their  notice. 

RULES   FOR   SECTION   FOREMEN. 

Section  Foremen  report  to  and  receive  their  in- 
structions from  Supervisors. 

They  must  carefully  examine  main  tracks  and  keep 
them  in  safe  conditions  also  sidings,  switches, 
bridges,  culverts,  road-crossings,  ditches  and  road-bed. 

They  must  give  special  attention  to  the  surface  and 
line  of  their  tracts,  particularly  at  joints;  see  that 
all  plates  have  the  necessary  bolts  and  nuts  in  place, 
that  the  track  is  properly  spiked  and  gauged  and 
cross-ties  evenly  spaced  and  tamped  to  a  uniform 
bearing. 

They  must  see  that  all  tracks  are  safe  for  the  pas- 
sage of  trains;  keep  all  waste  material  clear  of  the  road- 
bed, and  see  that  ditches  afford  thorough  draining. 

They  must  see  that  the  grounds  in  the  immediate 
vicinity  of  stations  are  kept  as  free  as  possible  of  rub- 
bish, and  of  material  not  immediately  required 
for  use. 

Cross-ties  removed  from  the  track  must  be  neatly 
piled  until  burnt,  and  other  track  materials  must  be 
taken  to  the  tool  houses. 

They  must  remove  all  combustible  materials  from 
the  vicinity  of  tracks,  bridges,  and  buildings,  and 
promptly  extinguish  any  fires  that  may  occur  along 
the  line  of  road. 

They  must  keep  abutments  of  bridges  free  from 
rubbish,  and  see  that  water  barrels  on  bridges  are  at 
all  times  kept  filled  with  water. 

They  must  frequently  examine  the  source  of  water 
supply  to  pipes  feeding  water  stations,  keeping  the 


116  MAINTENANCE  OF  WAY  STANDARDS. 

head  of  pipes  clear  of  anything  that  tends  to  a  stop- 
page of  the  pipes. 

They  must  promptly  repair  to,  and  render  all  as- 
sistance possible  at  any  wreck  that  may  occur,  using 
every  effort  to  clear  the  tracks  and  make  the  neces- 
sary repairs  thereto  as  soon  as  possible. 

They  must  use  extra  precaution  during  heavy 
storms  by  day  or  night,  to  prevent  accident,  and  all 
employes  under  them  must,  when  necessary,  be  de- 
tailed to  closely  watch  the  road  at  jpoints  specially 
exposed. 

They  may  make  track  repairs  within  twenty  min- 
utes of  the  time  of  passenger  trains,  and  within  ten 
minutes  of  the  time  of  other  trains,  but  must  never 
obstruct  the  track  before  displaying  a  danger  signal 
at  least  900  yards  (18  telegraph  poles)  in  both  direc- 
tions on  single  and  double  track. 

Extra  trains  may  be  run  at  any  time  without  pre- 
vious notice  and  all  employes  must  be  continually  on 
the  watch  for  them. 

It  may  be  found  necessary  on  double  track  to  run 
trains  on  the  opposite  track,  and  it  may  not  be  possi- 
ble to  give  notice  to  the  Trackmen  in  each  particular 
case. 

Anything  that  interferes  with  the  safe  passage  of 
trains  at  full  speed  is  an  obstruction  and  must  not 
be  attempted  without  using  the  above  precautions. 

When  possible  Track  Foremen  must  notify  the 
Superintendent  when  they  intend  to  renew  frogs, 
switches  or  rails,  so  that  every  precaution  can  be 
taken  to  avoid  accident.  This  notice,  however,  will 
not  relieve  the  Trackmen  from  displaying  danger 
signals. 

They  must  run    hand-cars   cautiously,    continually 


PLATE  LVIII. 


118  MAINTENANCE  OP   WAY   STANDARDS. 

watching  for  trains  and  protecting  themselves  at 
dangerous  points  by  proper  signals.  Hand-cars 
must  not  be  run  within  twenty  minutes  of  the  time 
of  a  passenger  train,  nor  moved  in  the  opposite  di- 
rection on  double  track,  and  before  placing  such  cars 
upon  the  main  track,  Foremen  must  ascertain,  if 
possible,  from  the  nearest  telegraph  station,  where 
the  trains,  next  due,  are.  Hand-cars  must  not  be  at- 
tached to  trains  in  motion,  and  when  not  in  use, 
must  be  kept  locked  and  in  such  position  that  they 
cannot  be  moved  so  as  to  endanger  trains.  Under  no 
circumstances  must  hand-cars  be  run  upon  the  road 
unless  accompanied  by  Foremen;  nor  must  they  be 
run  on  Sunday  or  after  dark  without  permission  from 
the  Division  Superintendent. 

They  must  carefully  note  signals  displayed  by 
trains,  and  before  obstructing  the  track,  must  be  sure 
that  all  trains  running  on  the  same  signal  have 
passed. 

They  must  keep  record  of,  and  report  to  the  Sup- 
ervisor, the  time  of  the  respective  Trackmen  and 
Crossing  and  Tunnel  Watchmen  in  their  charge,  as 
well  as  material  received  and  used. 

They  may  for  good  cause,  suspend  from  duty  any 
employe  in  their  charge,  reporting  such  action  prompt- 
ly, but  must  not  employ  more  than  the  regular 
force  without  proper  authority. 

They  must  personally  engage  in  all  work  and  see 
that  the  men  employed  under  them  faithfully  perform 
their  duties.. 

They  must  see  that  watchmen  attend  to  their 
duties,  and  must  frequently  visit  them  at  night, 
promptly  suspending  them  if  found  negligent. 


EASTERN   ROADS.  119 

They  must  carry  a  reliable  watch  which  must  at  all 
times  be  kept  so  as  to  indicate  the  correct  time. 

RULES   FOR   ROAD   AND   BRIDGE  WATCHMEN. 

Road  and  Bridge  Watchmen  report  to  and  receive 
their  instructions  from  the  Section  Foreman. 

Road  Watchmen  must  pass  over  their  respective 
portions  of  road,  doing  so  in  advance  of  passenger 
trains  when  possible,  to  carefully  examine  the  rails 
and  observe  that  switches,  particularly,  Point 
Switches,  are  set  and  locked  for  the  main  track;  to  try 
switch  locks,  and  see  in  general  that  the  road  is  safe 
for  the  passage  of  trains.  They  must  examine  sta- 
tions and  other  property  of  the  Company  to  protect 
them  from  theft  and  fire. 

If  any  obstruction  to  the  track  arises,  they  must 
immediately  display  proper  danger  signals  in  the  di- 
rection of  the  nearest  approaching  train.  Should  the 
obstruction  be  removed  before  a  train  reaches  the 
torpedoes  farthest  from  the  place  of  danger,  they  must 
gather  up  and  preserve  the  torpedoes  so  placed.  In- 
formation as  to  the  obstruction  must  be  promptly 
reported. 

Bridge  Watchmen  must  keep  a  supply  of  water  on 
wooden  bridges,  at  short  intervals,  and  immediately 
after  the  passage  of  an  engine  or  train,  must  pass 
over  the  bridge  with  a  bucket  of  water  so  as  to  extin- 
guish any  live  coals  or  sparks  that  may  have  lodged 
thereon.  This  examination  must  be  made  at  inter- 
vals of  not  more  than  half  an  hour  even  should  no 
engine  or  train  have  passed  during  that  time. 

They  must  keep  the  tops  of  bridge  piers  and  abut- 
munts  clean,  and  remove  all  combustible  matter  to 
a  safe  distance  from  the  bridge. 


— I2O — 

PLATE  LIX. 


EASTERN   ROADS.  121 

They  must  frequently  examine  into  the  condition  of 
bridges,  and  promptly  report  any  evidence  of  decay 
or  danger. 

They  must  allow  no  one,  except  employes,  to  walk 
across  bridges,  and  must  report  any  violation  of  rules 
governing  the  speed  of  trains  passing  over  them. 

Night  Watchmen,  before  going  off  duty,  must 
notify  'the  Section  Foreman  of  any  extra  trains,  or 
of  trains  over-due. 

When  not  occupied  in  watching  bridges,  they  must 
perform  such  other  duties  as  the  Section  Foreman 
may  assign  to  them. 

RULES   FOB   SWITCH-TENDERS. 

Switch-tenders  report  to  and  receive  their  instruc- 
tions from  the  Yard  Master. 

They  are  responsible  for  the  safe  condition  of 
switches  in  their  charge,  as  well  as  for  the  safe  pas- 
sage of  trains  over  them,  and  must  give  undivided 
attention  to  their  duty  in  order  to  prevent  accident. 

They  must  carefully  and  frequently  examine  into 
the  condition  of  switches,  keeping  them  clear  of 
snow  or  other  obstruction,  and  immediately  report  to 
the  Supervisor  or  Section  Foreman  any  defects. 

They  must  keep  switches  set  for  the  main  track, 
except  when  passing  trains  to  or  from  a  branch  track 
or  siding. 

They  must  be  continually  on  the  watch  for  ap- 
proaching trains  so  as  to  give  them  proper  signals. 

Where  both  day  and  night  Switch-tenders  are  em- 
ployed, they  must  not  leave  their  posts  of  duty  until 
relieved  by  each  other,  and  the  one  going  off  duty 


122  MAINTENANCE   OF   WAY   STANDARDS. 

must  fully  inform  the  one  coming  on   of   any   trains 
over-due. 

RULES   FOR   FOREMEN   CARPENTERS. 

Foremen  Carpenters  report  to  and  receive  their 
instructions  from  the  Division  Engineer. 

They  have  charge  of  repairs  to  bridges,  %  buildings, 
and  permanent  structures,  any  defects  in  which  must 
be  promptly  reported  when  coming  under  their  ob- 
servation. 

They  must  make  frequent  examinations  of  bridges, 
culverts,  and  buildings,  and  see  that  they  are  proper- 
ly maintained,  and  must  report  their  condition  at 
least  quarterly. 

When  repairing  bridges  and  other  structures,  the 
main  track  must  always  be  right  for  the  passage  of 
trains,  and,  when  necessary  to  obstruct  it,  they  must 
see  that  danger  signals  are  displayed  in  the  right  di- 
rection at  a  distance  of  at  least  1200  yards  (24  tele- 
graph poles.) 

They  must  arrange  with  the  Supervisor  for  the  dis- 
tribution of  materials,  and  will  co-operate  with  him 
in  all  work. 

They  must  be  familiar  with  the  use  of  all  signals, 
and  also  see  that  their  subordinates  understand  and 
properly  use  the  signals. 

RULES  FOR  SIGNALMEN  OPERATING  INDEPENDENT  BLOCK 
SIGNALS. 

Signalmen  report  to  and  receive  their  instructions 
from  the  Train  Master. 

They  must  obey  the  orders  of  the  Signal  In- 
spector. 

They  must  keep  the  green  signal  displayed  if  track 


EASTERN   ROADS.  128 

is  clear,  and  no  train  in  sight.  The  white  signal  to 
the  train  provided  the  track  is  clear  for  its  passage. 

Immediately  upon  the  passage  of  the  engine  of  a 
train  they  must  set  the  red  signal  and  not  change  it 
to  the  green  or  white  until  the  train  has  passed. 

When  trains  follow  each  other  closely,  they  must 
hold  the  green  and  red  signals  long  enough  to  pre- 
vent any  danger  of  rear-end  collisions. 

When  the  track  is  obstructed  they  must  give  a  red 
signal  and  hold  it  until  the  obstruction  has  been  re- 
moved. 

They  must  not  leave  their  towers  until  relieved. 

The  must  make  themselves  especially  familiar  with 
the  meaning  and  use  of  the  various  color  signals. 

They  must  make  themselves  familiar  with  the  mean- 
ing and  use  of  train  signals  and  train  rules. 


CHAPTER   IV 

PENNSYLVANIA  RAILROAD  COMPANY. 
SUPEKVISOKS. 

Supervisors  report  to  and  receive  their  instructions 
from  the  Assistant  Engineer. 

Supervisors  have  charge  of  the  repairmen  and  other 
laborers  employed  on  their  respective  divisions,  and 
must  see  that  they  preform  their  duties  properly; 
discipline  them  for  neglect  of  duty;  and  keep  ac- 
count of  and  report  their  time  in  the  manner  pre- 
scribed. They  are  responsible  for  keeping  the  track 
and  road  bed,  bridges,  culverts,  telegraph  line  and 
everything  pertaining  to  the  roadway,  in  repair. 

They  must  frequently  pass  over  their  divisions; 
observe  the  condition  of  the  track  and  bridges;  see 
that  the  proper  slopes  and  ditches  are  preserved,  and 
that  culverts  and  drains  are  kept  open;  note  anything 
liable  to  obstruct  the  track,  and  have  it  removed;  and 
do  everything  necessary  to  secure  the  sefety  of  the 
road. 

They  must  know  that  the  persons  under  their 
charge  understand  and  obey  the  rules  and  understand 
the  use  and  meaning  of  signals:  see  that  materials 
are  safely  kept  and  economically  used;  attend  in  per- 
son to  the  removal  of  slides,  snow  or  other  obstruc- 


— 126 


STANDARD  GUARD 


ExPt.ANA.TOKY 

PLAN  or  GUARD  RAM.  c.T«  0, 


JSecno/v   AT  /f.S. 


—  127 — 


:  LX. 


RAIL    PENNSYLVANIA  R.R 


*_'  5*  LEAST  DISTANCE  ALLOWED  BETWEEN 
TH 


EASTERN  ROADS.  129 

tions;  in  case  of  accident  take  the  necessary  force  to 
the  place,  and  use  every  effort  to  clear  the  road; 
have  the  standard  time,  and  compare  with  each  Fore- 
man once  a  week  or  oftener;  give  attention  to  the 
water  supply,  and  report  any  defect  or  deficiency; 
keep  an  oversight  of  work  performed  by  contractors 
or  mechanics,  and  see  that  they  do  not  endanger  the 
safety  of  the  road;  and  make  careful  inquiry  and  re- 
port fully  in  writing,  repecting  any  accident,  or  cases 
of  personal  injury  to  passengers,  employees  and 
others,  on  their  divisions. 

Supervisors  must  be  familiar  with  the  instructions 
issued  for  the  government  of  trains  and  trainmen, 
and  report  any  neglect  oT  duty  or  violation  of  the 
rules  that  comes  under  their  notice. 

MASTER    CARPENTERS. 

The  master  carpenter  reports  to  and  receives  his 
instructions  from  the  Assistant  Engineer. 

He  has  charge  of  the  repairs  of  bridges  and  other 
structures,  aud  will  promptly  report  any  defects 
observed.  He  will  employ  such  workmen  as  may  be 
necessary,  subject  to  the  approval  of  the  Assistant 
Engineer,  and  see  that  they  perform  their  duties 
properly. 

He  must  be  familiar  with  the  use  and  meaning  of 
signals,  and  see  that  they  are  understood  and  proper- 
ly used  by  the  persons  employed  under  him. 

When  repairing  bridges  or  other  structures,  he 
must  keep  the  main  track  safe  for  the  passage  of  trains, 
and  when  necessary  to  obstruct  it,  see  that  danger 
signals  are  displayed  at  a  distance  of  at  least  900  yards 
in  either  direction  from  which  trains  may  come. 

He  will  arrange  with  the   Supervisor   for   the   dis- 


130  MAINTENANCE  OF  WAY  STANDARDS. 

tribution  of  material  and  for  assistance  he   may   re- 
quire. 

TRACK   FOREMEN. 

Track  Foremen  report  to  and  receive  their  instruc- 
tions from  the  Supervisor. 

They  have  charge  of  the  repairs  on  their  respec- 
tive sub-divisions,  and  are  responsible  for  the  proper 
inspection  and  safety  of  the  track,  bridges  and  cul- 
verts. 

They  must  see  that  the  track  is  in  good  line  and 
surface,  and  properly  spiked;  that  it  is  in  true  gauge; 
that  cross-ties  are  properly  spaced,  lined  and  tamped; 
that  the  road-bed  is  in  good  order;  that  the  proper 
slopes  and  ditches  are  preserved,  and  that  the  drain- 
age is  not  interfered  with. 

They  must  engage  in  work  personally,  and  see  that 
watchmen  and  other  workmen  faithfully  perform 
their  duties,  and  suspend  any  one  for  neglect  or  mis- 
conduct, and  report  the  same  to  the  supervisor. 

They  must  compare  time  each  day  with  the  clock 
at  the  nearest  telegraph  office,  or  with  the  conductor 
of  a  train;  carefully  observe  signals  displayed  by 
trains;  and  be  sure,  before  obstructing  the  track,  that 
all  trains  and  sections  of  trains  that  are  due  have 
passed. 

They  must  watch  points  where  obstructions  are 
likely  to  occur;  examine  the  slopes  of  cuts,  and  re- 
move anything  liable  to  fall  or  slide ;  remove  combus- 
tible material  from  the  vicinity  of  the  track,  bridges 
and  buildings;  extinguish  fires  that  may  occur  along 
the  road;  watch  the  telegraph  line  and  keep  the  poles 
in  proper  position;  reset  poles  and  unite  wires  when 
necessary;  report  promptly  any  derangement  of  the 


PENNSYLVANIA   R.  R. 


CROSS-SECTIONS 
STANDARD  -°ROAD  -BED 


LXI 


—133— 


—  —  9 '- 7' .**,CL*^ 


DOUBLE  TRACK 
*'•'' 1 

-  -^ 


EASTERN   ROADS.  135 

wires;  assist  the  telegraph  repairmen  when  necessary; 
see  that  water  stations  are  kept  in  order  and  report 
any  failure  in  the  water  supply;  render  prompt  assis- 
tance in  case  of  accident,  or  delay  to  trains;  and  see 
that  old  material  is  gathered  up,  and  that  their  sub- 
divisions are  kept  in  neat  and  proper  condition. 
During  heavy  storms  they  must  detail  all  hands  to 
watch  the  road  and  take  every  precaution  to  prevent 
accident. 

They  must  run  their  hand-cars  and  trucks  with 
great  caution,  always  keeping  a  lookout  for  extra 
trains,  and  fully  protect  themselves  by  signals 
where  necessary. 

They  must  not  run  within  twenty  minutes  of  the 
time  of  any  regular  train,  nor  in  the  wrong  direction 
on  double  track.  They  must  not  permit  their  hand- 
cars or  trucks  to  be  used,  unless  they  accompany 
them,  nor  to  be  run  on  Sunday  or  after  dark,  without 
special  authority  from  the  Superintendent,  nor  to  be 
attached  to  trains  in  motion;  and  when  they  are  not 
in  use  they  must  be  kept  locked,  and  so  secured  that 
they  cannot  be  so  moved  as  to  endanger  the  safety  of 
trains. 

They  are  permitted  to  use  the  track  in  making  re- 
pairs to  within  ten  minutes  of  the  time  of  a  regular 
train,  but  must  never  so  use  or  otherwise  obstruct  the 
track  without  first  displaying  a  danger  signal  at-  least 
900  yards  in  either  direction  from  which  trains  may 
come,  and  if  the  signal  cannot  be  seen  by  the  Fore- 
man at  the  point  where  he  is  at  work,  a  man  must  be 
placed  in  charge  of  it.  They  must  always  be  prepar- 
ed for  the  arrival  of  extra  trains.  Anything  that  in- 
terferes with  the  safe  passage  of  trains  at  full  speed 


136  MAINTENANCE  OF    WAY  STANDARDS. 

is  an  obstruction,  and  must  not  be  attempted  without 
using  the  above  precaution. 

ROAD   AND   BRIDGE   WATCHMEN. 

Watchmen  report  to  and  receive  their  instructions 
from  the  Track  Foreman. 

Road  watchmen  must  carefully  examine  the  track, 
and  see  that  it  is  in  safe  condition;  that  the  switches 
are  set  and  locked  for  main  track;  that  cars  left  on 
sidings  fully  clear  the  main  track;  and  that  the  doors 
of  loaded  cars  are  secured.  They  must  examine 
buildings  and  other  property  of  the  company,  and 
protect  them  from  theft  and  fire. 

Should  an  obstruction  to  the  track  occur,  the 
watchman  must  at  once  display  a  danger  signal  in 
either  direction  from  which  trains  may  come  and 
immediately  send  word,  if  possible,  to  the  Track 
Foreman.  Night  watchmen,  before  going  off  duty, 
must  notify  the  Track  Foreman  of  the  trains  due 
which  have  not  passed,  and  of  any  other  matters  re- 
quiring attention. 

Bridge  watchmen  must  keep  a  supply  of  water  on 
bridges  and  follow  each  train  with  a  bucket  of  water 
to  extinguish  fire  or  hot  cinders,  that  may  have  fallen 
from  the  engine;  keep  the  coping  of  the  abutments 
and  piers  clean;  remove  combustible  matter  from 
near  the  bridges;  frequently  examine  the  timber  and 
iron  work  of  their  bridges  and  report  any  decay  or 
defect;  and  prevent  all  persons,  except  employees, 
from  crossing  the  bridges. 

Watchmen  must  observe  the  speed  of  passing 
trains  and  report  any  violation  of  the  rules.  When 
their  time  is  not  wholly  occupied  with  watching,  they 


EASTERN    ROADS.  137 

will  attend  to  such  other  duties  as  may  be  directed. 

SWITCHMEN. 

Switchmen  report  to  and  receive  their  instructions 
from  the  supervisor.  In  yards  they  report  to  and 
are  under  the  direction  of  the  Yard  Master  or  Sta- 
tion Master. 

It  is  the  duty  of  the  Switchmen  to  operate  the 
switches  under  their  charge,  for  trains  using  them; 
to  keep  the  switches  in  good  condition  and  clear  of 
snow  or  other  obstruction,  and  promptly  report  de- 
fects. 

They  must  keep  the  switches  locked  for  the  main 
track,  except  when  passing  trains  to  or  from  another 
track,  and  must  watch  for  approaching  trains  and 
give  the  safety  signal  if  all  is  right. 

When  day  or  night  switchmen  are  employed,  they 
must  not  leave  their  posts  until  relieved  by  each 
other,  and  the  one  going  off  duty  must  inform  the 
one  coming  on,  of  trains  due  which  have  not  passed. 


PLATE  LXIL 


§ 


I 


—139— 
PLATE  LXIII. 


k  M 


— 140 — 
PLATE  LXIV. 


—141— 
PLATE  LXV. 


CHAPTER  V. 

PENNSYLVANIA    LINES    WEST    OF    PITTSBURG. 
SIGNAL    DEPARTMENT. 
SIGNAL  ENGINEER. 

There  shall  be  a  Signal  Engineer,  who  shall  report  to 
the  General  Superintendent  of  each  system  for  the  work 
done  on  that  system,  and  act  under  his  direction. 

He  shall  have  charge  of  the  erection  work  connected 
with  Interlocking  and  Fixed  Signals,  and,  after  com- 
pletion, it  shall  be  his  duty  to  inspect  them  from  time  to 
time,  to  the  end  that  a  proper  adherence  to  standards 
may  be  observed  in  their  maintenance. 

He  shall  prepare  plans  for  signaling  (consulting  fully 
with  the  Division  Superintendent),  and  specifications 
and  estimates  for  the  same;  and  when  approved  shall 
superintend  the  erection. 

SUPERVISOR  OF   SIGNALS. 

The  maintenance  of  the  Interlocking  and  Fixed 
Signals  on  each  division  shall  be  in  charge  of  a  Super- 
visor of  Signals,  who  shall  report  to  and  receive  his 
instructions  from  the  Engineer  of  Maintenance  of  Way, 
of  the  division.  He  shall  report  weekly  to  the  Signal 
Engineer  the  condition  of  the  work  in  his  charge,  on 
forms  provided  for  that  purpose.  Until  the  signal  work 
on  a  division  has  been  developed  to  an  extent  sufficient 
to  require  the  exclusive  attention  of  one  man,  the  duties 


EASTERN    ROADS.  143 

of  Supervisor  of  Signals  may  be  combined  with  those 
of  some  other  office. 

He  will  be  responsible  for  the  proper  working  of  all 
interlocking  apparatus  and  other  signals  in  his  charge. 

He  must  make  all  necessary  and  ordinary  repairs, 
but  must  not  make  any  change  in  the  locking,  or  in  any 
part  of  the  apparatus  or  appliances,  without  proper  in- 
structions from  the  Signal  Engineer. 

He  must  make- examinations,  as  often  as  may  be 
necessary,  of  all  interlocking  apparatus  and  signals  in 
his  charge,  and  see  that  lamps  are  kept  in  good  condi- 
tion. 

When  switches  are  disconnected  from  the  machine 
it  must  be  done  under  the  supervision  of  the  Track 
Foreman ;  they  must  be  protected  by  a  flagman,  and  all 
movements  over  them  made  acording  to  instructions. 

LEVERMEN. 

Levermen  report  to  and  receive  their  instructions 
from  the  Supervisor  of  Signals,  concerning  the  manual 
operation  and  the  maintenance  of  the  signal  apparatus. 

LAMPMEN. 

Lampmen  report  to  and  receive  their  instructions 
from  the  Supervisor  of  Signals. 

GENERAL  PRINCIPLES    OF    SIGNALING,    WITH    DIAGRAMS    IL- 
LUSTRATING THEIR    APPLICATION. 

SIGNALS  AND  THEIR    POSITIONS. 

The  signals  used  must  be  of  the  semaphore  pattern, 
and  consist  of  a  post  with  a  movable  arm  pointing  to 
the  right ;  the  arm  having  either  a  square  or  forked  end. 
The  shape  and  position  of  the  arm  indicate  how  trains 
shall  proceed,  as  follows: 


144 


MAINTENANCE  OF  WAY  STANDARDS. 


(a)  An  arm  with  a  square  end  is  a  "Home  Signal." 
In  a  horizontal  position  it  indicates  "danger,  stop." 

Inclined  at  an  angle  of  45  degrees  to  the  horizontal, 
it  indicates  "caution,  proceed  carefully." 

Inclined  at  an  angle  of  75  degrees  or  more  to  the 
horizontal,  it  indicates  "safety,  proceed." 

At  night  these  position  may  be  shown  by  illuminating 
the  arm,  or  indicated  by  colored  lights: 

Red,  for  horizontal. 

Green,  for  an  angle  of  45  degrees. 

White,  for  an  angle  of  75  degrees  or  more. 


ILL 


DANGER.  CAUTION.  SAEETY 

(b)  An  arm  with  a  forked  end  is  a  "Distant  Signal." 
It  is  used  in  connection  with  the  "Home  Signal"  for  a 
high  speed  route,  and  regulates  the  approach  thereto. 

In  a  horizontal  position,  its  indication  is  to  approach 
its  "Home  Signal"  prepared  to  stop. 

Inclined  at  an  angle  of  75  degrees  or  more  to  the 
horizontal,  its  indication  is  "safety,  proceed." 

At  night  these  positions  may  be  shown  by  illuminat- 


EASTERN    ROADS. 


145 


ing  the  arm,  or  indicated  by  colored  lights: 
Green,  for  horizontal. 
White,  for  an  angle  of  75  degrees  or  more. 


CAUTION. 


SAFETY. 


All  semaphore  arms  must  point  to  the  right. 

A  separate  post  must  be  used  for  each  track  to  be 
governed. 

Each  signal  must  be  placed,  whenever  practicable,  on 
the  right  hand  side  of  the  track  it  governs,  except  where 
a  bridge  is  used,  when  it  must  be  placed  over  the  right 
hand  rail.  Where  practicable,  the  tracks  should  be 
spread  so  as  to  allow  each  signal  to  stand  directly  at 
the  right  of  the  track  it  governs. 

Semaphores  may  be  of  the  high  or  low  pattern. 
High  semaphore  arms  stand  not  less  than  25  feet  above 
base  of  rail ;  they  may  be  on  single  posts,  bracket  posts 
or  bridges  over  the  tracks.  They  govern  main  running 
tracks  in  their  right  direction.  On  single  track  both 
directions  are  right  directions.  Low  semaphore  arms 
stand  not  more  than  2\  feet  above  base  of  rail;  they 
govern  main  running  tracks  in  their  reverse  direction, 
and  movements  from  side  tracks  to  main  tracks,  or  side 
tracks  to  side  tracks.  They  may  be  used  to  govern  run- 
ning tracks  in  their  right  direction  at  terminal  points. 


146  MAINTENANCE   OF   WAY   STANDARDS. 

High  home  signals  will  have  two  arms  on  the  same 
post,  the  top  arm  indicating  safety,  directs  the  train  to 
main  or  high  speed  track;  the  bottom  arm  indicating 
safety,  directs  the  train  to  any  other  track,  to  which  it 
must  proceed  at  reduced  speed.  If  it  is  desired  to  specify 
to  which  track  the  switches  are  set,  it  will  be  done  by  an 
indicator  showing  the  number  of  the  track  placed  under 
the  arm. 

When  two  parallel  tracks  are  to  be  governed,  the 
posts  carrying  the  signals  governing  them  stand  in 
the  same  relative  positions  as  the  tracks  governed. 
Arms  for  exclusive  passenger  tracks  stand  7  feet  higher 
than  arms  for  exclusive  freight  tracks. 

Where  a  bridge  is  used,  tracks  are  governed  by 
the  signals  standing  over  the  right  hand  rail. 

A  high  semaphore  signal  is  used  as  a  distant 
switch  signal,  at  points  where  the  signal  at  switch  can- 
not be  seen  a  sufficient  distance.  The  signal  showing 
caution  indicates  that  the  switch  is  open. 

If  a  signal  is  not  properly  displayed  it  indicates 
danger,  and  the  train  must  stop,  and  not  proceed  until 
every  precaution  has  been  taken  to  insure  safety. 

HIGH  SIGNALS. 

High  semaphore  signals  must  be  used  to  govern 
running  tracks  in  their  right  direction.  On  single  track 
both  directions  are  right  directions. 

LOW    SIGNALS. 

Low  semaphore  signals  may  be  used  to  govern  run- 
ning tracks  in  their  right  direction  at  terminal  points. 
They  must  be  used  to  govern  running  tracks  in  their 
reverse  direction,  and  all  other  tracks  in  either  direction. 

NUMBER  OF  ARMS. 

Excepting  for  train  order  and  switch  signals,  two 


EASTERN   ROADS.  147 

arms  must  be  used  on  all  high  home  signal  posts,  the 
top  arm  to  govern  the  main  or  high  speed  route,  the 
bottom  arm  to  govern  all  diverging  routes.  Where 
there  are  no  diverging  routes,  the  bottom  arm  must  be 
fixed  in  the  horizontal  position,  and  show  a  red  light  at 
night.  No  more  than  two  arms  shall  be  used  on  a  home 
signal  post,  nor  more  than  one  arm  on  a  distant  signal 
post 

BACK  LIGHTS. 

All  signals,  with  the  exception  of  interlocking  signals 
which  face  the  tower,  must  be  provided  with  back  lights. 

HOME  SIGNALS. 

Home  signals  must  be  placed  at  the  first  fouling 
point,  or  point  of  danger,  which  they  govern. 

ADVANCE  HOME  SIGNALS. 

Advance  home  signals  will  be  used  when  necessary. 

BLOCK    SIGNALF. 

Block  signals  may  be  made  a  part  of  an  interlocking 
system,  and  when  so  arranged,  a  clear  distant  inter- 
locking signal  will  also  indicate  that  the  block  signal  is 
either  at  clear  or  caution. 

DISTANT  SIGNALS. 

Distant  signals  must  be  used  only  where  the  speed 
of  trains  is  not  limited  by  local  conditions,  and  must 
indicate  safety  for  high  speed  route  only. 

Distant  signals  .for  a  tower  in  advance  must  never 
be  located  at  a  distance  less  than  six  hundred  (600)  feet 
in  advance  of  a  home  signal  of  the  tower  in  the  rear, 


148  MAINTENANCE  OF   WAY   STANDARDS. 

and  in  no  case  shall  any  interlocking  signal  be  located 
between  a  home  signal  and  its  distant  signal. 

DISTANT  SWITCH  SIGNALS. 

A  high  semaphore  signal  may  be  used  as  a  distant 
switch  signal  at  points  where  the  signal  at  the  switch 
cannot  be  seen  a  sufficient  distance.  This  signal  in  a 
horizontal  position  indicates  that  the  switch  is  open. 

COLOR  OF  SIGNAL  ARMS. 

All  semaphore  arms  must  be  painted  uniformly  and 
of  a  color  which  will  show  most  conspicuously  against 
the  surrounding  background. 

ILLUMINATED  SIGNALS. 

Illuminated  arms  may  be  used  in  new  work  and  re- 
newals. 

The  construction  must  be  such  that  any  failure  of 
parts  directly  controlling  a  signal  shall  cause  the  arm 
to  return  to  the  horizontal  position. 

TOWER    LIGHTS. 

Lights  in  the  tower  must  be  so  placed  as  not  to  be 
directly  seen  from  approaching  trains. 

Interlocking  machines  must  be  of  the  latch-locking 
type,  in  which  the  first  movement  of  the  latch  of  any 
lever  locks  all  conflicting  levers. 


—149— 
PLATE  LXVI. 


ARRANGEMENTS 

FOR 

LOCATION  OF    FIXED     SIGNALS 
PA.  LINES  WEST   OF  PITTSBURGH 


S  3 


?  -f- 


—ISO- 
PLATE  LXVII. 


PLAT  FORf 


7/5   7 


Tl 


7/2/2. 


PLATE  LXVIII. 


,3 


PASS. 

mammm 

PA3*. 


—152— 

PLATE  LXIX. 


UK. 


19 


20 


22. 


//?  4.J 


—153— 
PLATE  LXX. 


IB 


28 


—154— 
PLATE  LXXI. 


7/530 


X-0 


N-° 


7/e  34- 


PLATE  LXXII. 


ffs  36 


A'?  37 


38 


N?40 


-iS6- 

PLATE  LXXIII. 


—157— 
PLATE  LXXIV. 


HZL 


N°  50 


ft-  a*--,  r*. 


61 


-158- 
PLATE  LXXV. 


*  55 


55 


PLATE  LXXVI. 


-•      \ 


;a  56 


A        OU 

LLh 


59 


— i6o— 
PLATE  LXXVII. 


;\\    1U- 


\    \    \    \ 


\    \    \     \ 


\    \    \    \         •- 


HI!* 

r260 


f 


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7/562 


^ HI 


f 


tffl 


PLATE  LXXVIII. 


'* 


\ 


STANDARD    TOWER    FOR    INTERLOCKING 
APPARATUS. 

1.  For  the  several  sizes  of  interlocking-  machines  the 
minimum  dimensions,  from  out  to  out  of  framing  tim- 
bers, must  be  as  follows : 

For  machines  from    4  to  12  levers,       12  ft.  by  12  ft. 
"     16  "    24       "  12  ft.  by  17  ft. 

"     28  "    36      "  12  ft.  by  22  ft. 

"     40  "   48       "  15  ft.  by  27  ft. 

"     52  "    60       "  15  ft.  by  32  ft. 

"     64  "    72       "  15  ft.  by  37  ft. 

"     76  "    84       "  18  ft.  by  42  ft. 

"    88  "100      "  18  ft.  by  49  ft. 

2.  Tower  foundations,  including  all  timbers  built 
into  the  foundation  walls,  will  be  furnished  and  put  in 
place  by  the  Railroad  Company. 

3.  Where  water  and  sewer  connections  can  be  had, 
the  water  closet  must  be  built  in  the  tower;  without 
these  essentials,  separate  building  must  be  provided. 


-i63— 
PLATE  LXXIX. 


FRONT  ELEVATION 


**     j  ^4 
PLATE  LXXX. 


E.HD  ELEVATION 


-i65- 
PLATE  LXXXI. 


-i  66— 
PLATE  LXXXII. 


—167 — 
PLATE  LXXXIII. 


2™  STORY  PLAN 


— 168— 
PLATE  LXXXIV. 


s>  if 


PLAN  or  ROOF 


mhib    111    la  'JH    IB — IrHtB  ila   HH  Irri 


PUAN  OF  SECOND  FLOOK 


— 169 — 
PLATE  LXXXV. 


14 


EI.CVATIOM 
or 


MACHIMC 


—i7o— 
PLATE  LXXXVI. 


DETAIL  SECT 


—171— 
PLATE  LXXXVIL 


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• 

CHAPTER  VI. 

NEW  YORK  CENTRAL  AND  HUDSON  RIVER   RAILROAD. 

ROADMASTER'S  LABOR  REPORT. 

Time  books,  forms  1*  and  2,  are  to  be  used  by  Sec- 
tion Foremen  and  Foremen  of  other  Gangs. 

Form  1  provides  a  monthly  account  to  each  double 
page  for  a  force  of  10  men;  Form  2  provides  for  a 
force  of  20  men.  The  Foreman  must  enter  the  time 
of  each  employee  under  his  charge  in  hours  in  the 
proper  date  column,  and  totalize  at  the  close  of  each 
day  the  number  of  hours  worked  by  his  force.  The 
time  of  the  Foreman,  and  any  other  employee  receiv- 
ing a  monthly  salary,  must  also  be  entered  on  the 
time-book  in  hours,  calling  ten  hours  to  the  day. 

At  the  close  of  each  day  the  Foreman  must  enter  a 
description  of  labor  performed  on  blank  3  or  4,  noting 
thereon  the  number  of  hours  devoted  to  each  kind  of 
labor,  as  described  in  the  blank,  in  the  proper  date 
column.  He  must  write  in  any  of  the  spaces  provid- 
ed the  nature  of  the  work  if  there  is  no  printed  de- 
scription that  will  answer  the  purpose.  The  total 
hours  thus  entered  must  agree  with  total  hours  work- 
ed on  the  corresponding  date,  as  shown  by  the  time 
book  1. 

Form  4  is  designed   for  the   use   by  Foremen   of 

*The  N.  Y.  C.  &  H.  R.  R.  Maintenance  of  Way  Accounting  forms  are  hot 
surpassed  by  any  American  road.  The  Form  Numbers  are  given  in  this 
chapter  but  fac-simile  of  blanks  cannot  be  reproduced  on  account  of  lim- 
ited space  of  this  work. 


EASTERN  BOADS.  173 

bridge,  carpenter  and  other  gangs.  They  will  be  re- 
quired to  write  in  daily  the  description  of  labor  per- 
formed, giving  definite  location  and  description  of 
each  piece  of  work,  as  well  as  the  hours  of  labor 
thereon. 

At  the  close  of  the  month  each  Foreman  must  extend 
the  total  time  worked  by  each  person,  as  shown  on  1 
and  2  (Time  Book),  entering  rate  of  pay  and  extend- 
ing the  value.  He  must  also  extend  the  time  as 
shown  on  Forms  3  and  4  into  the  "total  time  worked 
column,"  and  must  see  that  the  total  of  the  hours  in 
the  column  "total  time  worked"  agrees  with  the  total 
hours  worked,  as  shown  by  his  time  book. 

After  complying  with  these  instructions  the  Fore- 
man must  forward  his  time  book  1  or  2  and  report  of 
'•Description  of  Labor  Performed"  to  the  Road- 
master. 

The  Headmaster,  after  examination  of  rates  and 
the  extension  in  the  various  time  books  of  his  divi- 
sion, must  make  up  the  pay  rolls  therefrom  on 
Form  46. 

The  Roadmaster  must  classify  the  description  of 
labor  performed  as  reported  by  his  Foremen  on  Form 
3  or  4,  and  note  such  classification  on  backs  of  forms 
referred  to,  giving  time,  average  rate,  and  amount  to 
each  distribution.  The  total  value  thus  extended 
must  agree  with  the  total  amount  of  pay  roll  as  per 
time  book.  * 

*  To  ascertain  the  total  value  of  labor  chargeable  to  each  class  of  work, 
divide  total  hours  worked  into  the  total  value  of  time  worked  for  an  aver- 
age rate.  Multiply  the  number  of  hours  for  each  class  of  work  by  this 
average  rate. 

The  time  and  rate  returned  in  Foreman's  time  books  for  Watchmen, 
Flagmen,  Switchmen,  etc,,  should  not  be  included  in  ascertaining  the  aver- 
age rate . 

The  whole  time  as  returned  on  the  time  books  of  those  employed  in 
special  service  should  be  distributed  direct  to  the  proper  Disbursement 
Accounts. 


174  MAINTENANCE   OF   WAY   STANDARDS. 

Foremen  are  to  be  provided  with  extra  time  books 
before  close  of  the  month,  so  that  they  can  start  their 
time  for  succeeding  month  while  their  time  books  for 
previous  month  are  in  the  hands  of  the  Headmaster. 
These  time  books  are  to  be  returned  to  the  Foremen 
from-  month  to  month  until  they  are  filled  up,  when 
they  will  be  filed  permanently  with  the  Roadmaster. 

After  the  Roadmaster  makes  up  his  rolls  and  has 
forwarded  them  to  the  General  Roadmaster,  he  must 
make  up  and  forward  to  the  General  Roadmaster  a 
pay  roll  report  on  Form  5,  which  is  a  transcription 
and  consolidation  of  amounts  as  distributed  to  the 
several  disbursement  accounts,  etc.,  on  Forms  3  and  4. 
The  total  of  this  pay  roll  report  must  agree  with  the 
total  of  the  pay  rolls  of  the  Road  Division. 

The  consolidation  of  the  pay  roll  reports  as  return- 
ed on  Form  5,  referred  to  above,  must  be  made  by  the 
General  Roadmaster  on  Form  6,  and  rendered  to  the 
Auditor  of  Disbursements.  The  total  of  this  report 
must  agree  with  the  total  amount  of  the  pay  rolls  ap- 
proved by  the  General  Roadmaster. 

There  are  other  labor  reports  tributary  to  those 
cited  above,  referred  to  under  head  of  "Material  Re- 
ports," as  they  are  made  in  connection  with  material 
transactions. 

KOADMASTERS'  MATERIAL  REPORTS. 

Section  Foremen  and  Foremen  of  other  Gangs  will 
be  provided  with  a  "Material  Diary"  (Form  7),  in 
which  they  are  to  make  each  day  a  record  of  material 
received  from  all  sources  (including  the  rails  and 
other  material  taken  out  of  the  track)  under  head  of 
"Material  Received."  They  must  also  enter  each 
day  under  head  of  "Material  used  or  disposed  of" 


— 1 76- 


PLATE I 


DOUBLE    TRACK  -  GRAVEL     BALL, 


SECTION    OF    FOUR -TRACK    ROAD  ,  NEW 


K  XX  VIII. 


—  177— 


«t  MI  DA  *0 

ROAD  BED 
SECTIONS. 


ffORK    CITY;  STONE    BALLAST. 


EASTERN   ROADS.  179 

the  material  used  in  repairs  of  track  and  in  new 
work,  or  otherwise  disposed  of. 

By  the  aidof  his  "Material  Diary"  the  Foreman  must 
make  up  and  render  to  his  Headmaster  on  the  25th 
of  each  month  a  report  of  material  used  in  repairs  or 
taken  away  during  the  previous  month,  on  Form  8, 
and  report  of  material  used  in  "New  Work"  during 
the  previous  month  on  Form  9. 

Only  material  used  in  repairs  or  sent  away  from 
the  section  is  to  be  reported  on  Form  8,  except  that 
the  quantity  of  material  taken  out  of  track  must  be 
reported  on  this  blank  in  spaces  provided. 

Form  9,  must  be  used  only  to  report  material  used 
in  "New  Work."  This  report  must  also  be  made  by 
the  Foreman  of  a  special  gang  or  work  train  whose 
force  is  engaged  in  constructing  a  new  side  track;  in 
which  case  Foreman  of  the  section  on  which  the  side 
track  is  constructed  must  not  render  a  report.  If  9 
report  is  made  by  other  than  Section  Foreman,  the 
Foreman  so  reporting  must  state  under  "Remarks" 
from  what  section  or  point  the  "Material  used"  was 
taken. 

Form  10,  "Report  of  Tools,"  is  a  report  to  be  made 
at  the  close  of  the  month  by  each  Section  Foreman. 
This  report  will  show  the  condition  of  tools  in  his 
charge;  the  various  track  tools  received  during  the 
month,  worn  out  during  the  month,  and  balance  on 
hand  at  end  of  the  month.  Before  the  end  of  the 
month  the  Roadmaster  must  send  one  of  these  blank 
reports  to  each  of  his  Foremen,  with  quantity  on 
hand  on  the  last  day  of  previous  month  filled  in;  the 
Foremen  must  then  fill  in  the  required  data  opposite 
each  printed  description  of  tools,  and  forward  report, 


180  MAINTENANCE   OF   WAY   STANDARDS. 

after  certification,  to  the  Headmaster  on  the  last  day 
of  the  month. 

Track  and  other  tools  included  in  these  reports 
must  not  be  considered  as  stock  on  hand.  Their 
values  are  to  be  charged  out  by  General  Headmaster 
on  report  of  Division  Headmasters  of  actual  distribu- 
tion to  Foremen. 

Each  Section  Foreman  must  be  required  to  furnish 
an  inventory  of  material  on  hand  on  his  section  at 
least  each  quarter,  or  more  frequently  if  required. 
These  inventories  are  to  be  rendered  on  Form  11,  and 
must  be  made  up  from  actual  count,  weights  or 
measurements. 

When  material  is  taken  away  from  his  section  or 
delivered  to  outside  parties  the  Section  Foreman 
must  at  once  notify  the  Headmaster  on  form  12.  He 
must  give  such  explanation  as  is  necessary  under 
head  of  "Remarks,"  and  include  in  his  advice  to  the 
Roadmaster  the  amount  of  labor,  in  hours  and  rates, 
performed  by  his  force  in  connection  with  such  dis- 
position of  material. 

Foremen  must  also  use  this  blank  to  notify  the 
Roadmaster  of  labor  done  for  outside  parties  as  soon 
as  the  work  is  performed. 

The  material  named  in  this  notice  must  also  be 
included  in  the  Foreman's  report  of  material  used, 
Form  8. 

Foremen  of  work  trains  must  make  daily  reports  to 
the  Roadmaster  of  movements,  etc.,  on  Form  14 
They  must  report  on  this  blank  the  location  and 
quantity  of  materials  "picked  up"  and  "unloaded." 
On  the  forth  page  of  the  report  they  must  describe 
explicitly  the  nature  of  the  work  done  during  the  day. 


— 1 82— 


PLATE  L> 


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EASTERN    ROADS.  185 

These  daily  reports  must  be  entered  by  the  Road- 
master  each  day  on  Form  3,  or  4,  and  at  the  end  of 
the  month  he  is  to  carry  the  consolidated  totals  to 
the  back  of  blank  opposite  proper  classification  as 
instructed. 

Section  Foremen  must  report  all  broken  rails  as 
soon  as  practicable  after  the  breakage,  giving  full  in- 
formation in  regard,  there  to  as  required  on  Form  13. 

The  foregoing  instrnctions  embody  all  the  require- 
ments from  Section  Foremen  as  regards  material  and 
labor.  It  shall  be  the  duty  of  the  Headmaster  to 
impress  upon  his  Foremen  a  sense  of  accountability 
for  material  placed  in  their  charge  and  the  impor- 
tance of  rendering  correct  and  full  reports  as  explain- 
ed herein. 

ROADMASTERS'    RECORDS. 

Upon  receipt  of  material  the  Roadmasters  must 
advise  the  General  Roadmaster  on  Form  54  as  soon  as 
the  exact  quantities  are  ascertained.  They  must  also 
state  in  these  advices  the  month  in  which  the  quanti- 
ties so  reported  will  be  taken  up  on  reports  Form  26. 

The  "Material  Received"  advices  (Form  54)  must 
be  consecutively  numbered  through  the  calendar  year, 
and  copied  in  an  impression  book. 

The  quantities  as  represented  by  the  "Material  Re- 
ceived" advices  must  be  consolidated  on  Form  20, 
and  carried  to  the  "Received"  column  in  the  monthly 
"Material  Report,"  Form  26. 

Roadmasters  must  be  particular  and  forward  ad- 
vices, Form  54,  for  all  material  received  on  their  Di- 
visions from  all  sources,  and  they  must  see  that  the 
material  reported  as  "Received"  on  Form  26  agrees 


186       MAINTENANCE  OF  WAY  STANDARDS. 

with  the  quantities  reported  in  "Material  Received" 
advices,  Form  54. 

Each  Roadmaster  shall  also  keep  a  book  record  of 
material  received  on  his  division  (Form  50).  In 
this  book  he  must  register  in  full  detail  the  quanti- 
ties and  values  of  material  received  on  his  division — 
an  exact  transcript  of  all  the  bills  and  invoices  cer- 
tified by  him.  On  each  bill  or  invoice  so  certified  the 
Roadmaster  shall  note  the  number  or  numbers  of 
his  advices  (Form  54)  to  the  General  Roadmaster. 

The  number  of  such  advices  must  also  be  noted 
opposite  the  record  of  the  invoice  on  Form  50,  and 
on  the  impression  copies  of  such  advices  (Form  54) 
should  be  noted  "Invoice  Received — see  Material 
Record.  Page—." 

Bills  and  invoices  for  material  received  must  be 
forwarded  promptly  to  the  General  Roadmaster. 
Roadmasters  are  required  to  see  that  they  get  bills 
for  material  received,  and  they  must  advise  the  Gen- 
eral Roadmaster  when  such  bills  do  not  come  to 
hand;  but  under  all  circumstances  they  must  report 
such  material  as  "Received"  on  their  monthly  reports 
to  the  General  Roadmaster,  as  instructed. 

Upon  receipt  of  reports  from  Foremen  of  sections 
and  other  gangs  (8,  9,  and  15)  the  Roadmaster  must 
first  make  up  therefrom  reports  to  the  General  Road- 
master  as  follows: 

Form  21,  "Steel"  and  "Iron  Rails"  Accounts. 
"       22,  "Angle  and  Fish  Plates"  Account. 
"       23,  "Spikes"  and  "Bolts"  Accounts. 
"       24,  "Frogs"  Account. 

"      25,  "Cross  Ties,"  "Switch   and  Bridge  Tim- 
ber," and  "Fence  Posts"  Accounts. 


— 187— 
PLATE  XC. 


188  MAINTENANCE  OF   WAY   STANDARDS. 

These  reports  must  be  sent  to  the  General  Road- 
master  as  soon  as  completed,  and  in  advance  of  the 
"Material  Report,"  Form  26.  The  quantities  "Re- 
ceived," "Used"  and  "On  Hand"  named  in  these  re- 
ports must  also  be  included  in  the  "Material  Report," 
Form  26. 

The  Roadmaster  must  then,  by  aid  of  Form  20, 
consolidate  the  quantities  of  "Miscellaneous  Materi- 
al" used  and  disposed  of  as  returned  by  Foremen  of 
Section  and  other  gangs.  The  total  quantities  of 
of  each  class  of  material  so  consolidated  must  then  be 
entered  on  the  "Material  Report,"  Form  26,  in  the 
"Used"  column.  The  balance  of  each  kind  of  ma- 
terial must  then  be  extended  into  the  "Balance  on 
Hand"  column. 

The  quantity  of  material  entered  in  the  "Used" 
column,  Form  26,  represents  the  entire  amount  of 
material  consumed  or  transferred  off  the  division. 
How  it  is  used  is  stated  in  full  on  Forms  21,  22,  23, 
24,  25  and  27. 

Form  27  is  supplemental  to  Form  26,  and  repre- 
sents the  quantities  of  "Miscellaneous  Materials" 
used  or  otherwise  dispsod  of  as  entered  on  Form  26, 
arranged  according  to  the  proper  "Classification  of 
Disbursement  Accounts,"  or  as  delivered  to  Outside 
Parties  and  to  other  departments.  This  report  must 
agree  exactly  with  the  quantities  stated  in  the  "Used" 
column  of  Form  26,  and  the  General  Roadmaster 
must  check  it  for  that  purpose. 

The  Roadmaster  will  be  oblidged  to  enter  the  class 
of  material  used  when  the  same  is  not  printed  in  the 
blank  under  classification.  He  must  refer  to  his 
Foremen's  "Material  Reports"  to  aid  him  in  stating 
the  quantities  under  proper  heads,  and  should  bear 


EASTERN    ROADS.  189 

in  mind  that  this  report,  Form  27,  is  intended  to 
classify  the  miscellaneous  material  for  which  he  claims 
credit  according  to  its  actual  disposition,  and  accord- 
ing to  the  "Classification  of  Disbursement  Accounts." 
For  instance,  if  crossing  plank  is  used  to  repair  a 
station  platform,  the  quantity  so  used  should  be 
reported  under  head  of  "Traffic  Expenses,  Station 
Buildings  Repairs  of,"  and  not  to  "Maintenance  of 
Way,  Road  Crossings,  Repairs  of."  He  must  also 
use  care  in  reporting  quantities  of  material  transfer- 
red to  other  divisions  or  to  other  departments  and  to 
outside  parties,  and  must  see  that  the  General  Road- 
master  is  promptly  advised  of  such  transfers 

The  Roadmaster  shall  keep  in  his  office  accounts 
with  his  Section  Foremen  of  material  placed  in  their 
charge.  He  shall  charge  them  with  track  material 
shipped  to  the  Section,  and  shall  credit  them  with 
the  quantities  used  in  repairs  and  otherwise  dispos- 
ed of . 

These  accounts  shall  be  kept  on  Form  17,  "Ma- 
terial Ledger,"  and  balances  must  be  compared  and 
adjusted  to  inventories  rendered  from  time  to 
time  on  Form  11. 

When  a  Roadmaster  furnishes  material  of  any  kind 
to  outside  parties  or  to  other  departments,  he  must 
at  once  advise  the  General  Roadmaster  of  such  dis- 
position on  Form  28.  He  must  also  use  this  blank 
for  reporting  charges  for  labor  to  outside  parties  or 
to  other  departments. 

Deliveries  to  other  departments  of  material  must 
be  invoiced  by  Roadmaster  on  Form  1255,  which 
must  be  sent  to  the  consignee  when  shipment  is 
made. 


190         MAINTENANCE  OF  WAY  STANDARDS. 

When  a  Roadmaster  transfers  material  to  another 
division  in  the  Maintenance  of  Way  Department  he 
must,  as  soon  as  shipment  is  made,  send  to  the  con- 
signee a  shipper's  invoice,  Form  1255.  The  Road- 
master  to  whose  division  the  material  is  consigned 
must  acknowledge  receipt  of  the  material  by  detach- 
ing the  acknowledgment  from  the  blank  and  re- 
turning it  to  the  Roadmaster  who  made  the  shipment, 
properly  filled  out.  The  upper  part  of  the  blank 
Form  1255  must  then  be  sent  by  the  Roadmaster 
receiving  the  material,  after  record  on  Form  50,  to 
the  General  Roadmaster,  noting  thereon  his  Material 
Received  Advice  Number  as  instructed. 

Form  19  is  to  be  used  by  the  Roadmasters  in  noti- 
fying their  Foremen  of  material  shipped  to  them. 
As  soon  as  the  material  is  received  the  Foreman  must 
sign  and  detach  the  acknowledgment  and  forward  it 
to  the  Roadmaster. 

In  connection  with  their  monthly  reports  the 
Roadmasters  must  render  on  Forms  29  and  30  reports 
of  Labor  and  Material  included  therein  for  New 
Work,  New  Side  Tracks  and  Extensions,  and  Extra- 
ordinary Repairs. 

Each  Roadmaster  must  render  to  the  General 
Roadmaster  on  the  last  day  of  the  calendar  quarters 
a  report  of  the  "Condition  of  Rails  in'  the  Main 
Tracks."  This  report  must  show  the  actual  condition 
of  the  tracks  at  different  locations  on  his  division  in 
accordance  with  instructions  on  the  blank,  Form  53. 

Roadmasters  shall  make  requisitions  for  all  sup- 
plies and  material  required  (except  stationery)  di- 
rect to  General  Roadmaster  on  Form  18,  Hequisi- 


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EASTERN   BOADS.  193 

tions  for  Stationery  must  be  made  on  Form  811,  and 
sent  to  the  General  Roadmaster. 

MASTER    BUILDERS. 

The  Master  Builder  on  each  division  must  report 
direct  to  the  General  Roadmaster. 

Master  Builders  shall  promptly  forward  adviceo  of 
receipts  of  material  to  the  General  Roadmaster, 
Form  54,  and  shall  keep  book  records  of  "Material 
Received,"  Form  50. 

Foremen  under  Master  Builders  are  to  use  time 
books,  Form  1  and  2,  and  make  daily  entries  on 
Form  4,  describing  specifically  the  work  performed. 

Foremen  under  Master  Builders  will  be  provided 
with  a  "Material  Diary,"  Form  7.  They  shall  make 
reports  to  the  Master  Builders  of  all  material  used  in 
each  piece  of  work  on  Form  15.  These  reports  are  to 
be  forwarded  to  the  Master  Builder  through  the 
month  upon  completion  of  each  piece  of  work,  and 
on  the  25th  of  the  month  reports  must  be  rendered 
for  all  material  used  on  work  unfinished  at  that  date. 

The  reports  of  Foremen  (Form  15)  shall  be  com- 
piled through  tlie  month  by  the  Master  Builders  on 
Form  16,  on  which  will  appear  the  same  detail  and 
description  as  shown  on  the  Foreman's  reports. 
There  must  be  separate  reports  of  material  used  in 
"Repairs"  and  material  used  in  "New  Work." 

The  report  of  material  used  in  "Repairs"  and 
"New  Work,"  Form  16,  must  agree  in  quantities  as 
expressed  on  "Material  Report,"  Form  26,  and  must 
be  sent  with  the  latter  report  to  the  General  Road- 
master. 

Master  Builders  must  notify  the  General  Roadmas- 


194  MAINTENANCE  OF   WAY   STANDARDS. 

ter  promptly  of  all  material  delivered  to  outside  par- 
ties and  to  other  departments. 

Master  Builders  must  make  requisitions  for  all 
supplies  and  material  required  (except  stationery)  on 
the  General  Roadmaster  on  Form  18.*  Requisitions 
for  stationery  must  be  made  on  Form  311,  and  sent 
to  the' General  Roadmaster. 

OIL   AND   WASTE   EECORDS. 

Special  forms  are  provided  for  keepers  in  charge  of 
oil  and  waste  on  road  divisions,  to  wit: 

Form  31,  Record  of  Oil  and  Waste  Received. 
"     32,  Record  of  Oil  and  Waste  Delivered. 
"     33.  Storekeeper's  Oil  and  Waste  Report. 

Inspection  of  forms  will  indicate  how  the  records 
are  to  be  kept  and  the  reports  rendered.  The  keeper 
will  not  be  required  to  furnish  receipts  for  his  de- 
liveries, but  he  must  refuse  to  furnish  oil  1o  parties 
when  their  requisitions  are  in  excesss  of  the  appar- 
ent requirments,  without  orders  from  the  Road- 
master. 

Trains-shipment  of  oil  and  waste  to  outside  parties 
or  to  other  departments  must  be  treated  in  same 
manner  as  other  material.  The  keeper  must  advise 
the  Roadmaster  on  Form  12  of  such  deliveries. 

Section  and  other  Foremen  will  not  be  required  to 
report  quantity  of  oil  used,  but  the  Roadmaster  shall 
distribute  direct  to  proper  expense  accounts  the 
quantities  of  oil  issued  covering  these  ordinary  and 
regular  supplies  as  per  report  Form  33. 

EAST   ALBANY    STOREHOUSE. 

All  Roadway  and  Bridge  Material  on  hand  at 
East  Albany  Storehouse  and  East  Albany  Road  Shop 


EASTERN   ROADS.  195 

shall  be  in  charge  of  a  Storekeeper,  who  shall  report 
direct  to  the  General  Roadmaster. 

All  such  material  shipped  to  East  Albany  shall  be 
consigned  to  the  "Storekeeper,  East  Albany." 

All  such  material  shipped  from  East  Albany  shall 
be  made  under  the  direction  of  the  Storekeeper. 

Upon  receipt  of  material  the  Storekeeper  must  ad- 
vise the  General  Roadmaster  on  Form  54  as  soon  as 
the  exact  quantities  are  ascertained.  He  must  also 
state  in  his  advise  the  month  in  which  the  quantities 
so  reported  will  be  taken  up  on  report  Form  34. 

The  "Material  Received!'  advice  54  must  be  con- 
secutively numbered  through  the  calendar  year  and 
copied  in  an  impression  book. 

The  quantities  as  represented  by  the  "Material  Re- 
ceived" advices  54  must  be  consolidated  on  Form  20 
and  carried  to  the  "Received"  column  in  the  monthly 
"Material  Report,"  34. 

The  Storekeeper  must  be  particular  and  forward 
advices,  Form  54,  for  all  material  received  at  East 
Albany  from  all  sources,  and  he  must  see  that  the 
material  reported  as  "Received"  on  Form  34  agrees 
with  the  quantities  reported  in  "Material  Received" 
advices,  Form  54. 

The  Storekeeper  shall  also  keep  a  book  record  of 
material  received  at  East  Albany  (Form  50.)  In  this 
book  he  must  register  in  full  detail  the  quantities  and 
values  of  material  received  at  East  Albany — an  exact 
transcript  of  all  the  bills  and  invoices  certified  by 
him.  On  each  bill  or  invoice  so  certified  the  Store- 
keeper shall  note  the  number  or  numbers  of  his  ad- 
vices, Form  54,  to  the  General  Roadmaster. 

The  numbers  of  such  advices  must  also  be  noted 


196  MAINTENANCE  OF   WAY   STANDARDS. 

opposite  the  record  of  the  invoice  on  Form  50,  and 
on  the  impression  copies  of  such  advices  54,  should 
be  noted  "Invoice  Received. 

All  deliveries  of  material  by  the  Storekeeper  must 
be  covered  by  orders  from  the  General  Roadmaster, 
Form  36,  or  by  requisitions  from  Foremen  of  East 
Albany  Eoad  Shop,  Form  35,  for  material  to  be  used 
in  filling  "Shop  Orders,"  and  for  current  supplies 
necessary  for  operation  of  the  shop. 

Requisition  of  Foreman  of  shop  for  material  to  be 
used  in  filling  "Shop  Orders"  must  bear  the  General 
Roadmaster's  order  numbers.  Requisitions  for  cur- 
rent supplies  for  shop  must  be  regularly  invoiced  by 
the  Storekeeper  on  Form  1255,  the  Foreman  to  re- 
turn the  acknowledgement  to  the  Storekeeper,  and  to 
send  the  upper  part  of  the  blank  to  the  General 
Roadmaster,  who  will  charge  values  out  to  the  proper 
expense  accounts. 

The  Foreman  of  East  Albany  Shop,  upon  request 
of  Storekeeper,  shall  furnish  such  labor  as  is  neces- 
sary for  loading  and  unloading  and  hauling  material 
at  the  storehouse. 

EAST   ALBANY   ROAD   SHOP. 

All  Roadway  and  Bridge  Material  at  East  Albany 
Road  Shop  must  be  considered  as  part  of  the  stock 
of  East  Albany  Storehouse  under  charge  of  the 
Storekeeper.  • 

The  Foreman  of  the  shop  shall  make  requisitions 
on  the  Storekeeper  for  material  required  in  filling 
"Shop  Orders"  from  the  General  Roadmaster,  and 
for  material  required  for  current  use  at  shops. 

With  the  exception  of  such  unskilled  labor  as  is 
necessary  for  incidental  purposes,  the  work  at  the 


EASTERN    ROADS.  197 

shops  must  be  done  on  shop  orders  to  be  issued  by 
the  General  Headmaster  on  Form  37. 

Shop  Orders  (Form  37)  shall  be  issued  by  the 
General  Headmaster  direct  to  the  Foreman  of  the 
shop.  Upon  receipt  of  the  order  the  Foreman  must 
fill  in  on  the  "Shop  Order  Card"  (Form  38)  the  num- 
ber, date,  and  nature  of  the  order.  The  material 
used  and  labor  performed  in  filling  the  order  must  be 
entered  daily  on  the  card  by  the  Foreman  of  each 
gang  as  the  work  progresses. 

The  manufactured  material  shall  be  turned  over  to 
the  Storekeeper  as  fast  as  completed  who  must  ac- 
knowledge receipt  on  the  card,  take  into  account,  and 
forward  advice  to  the  General  Headmaster,  Form  54. 
Upon  entire  completion  of  order  and  delivery  to  the 
Storekeeper  the  Foreman  shall  enter  date  of  com- 
pletion, certify  and  deliver  the  card  to  the  Store- 
keeper, who  must  fill  in  the  value  of  labor  and  ma- 
terial used,  certify  as  to  receipt,  and  then  forward  the 
card  to  General  Koadmaster. 

The  time  of  employees  at  East  Albany  Road  Shop 
shall  be  kept  by  a  Timekeeper  on  Form  2.  It  shall 
be  his  duty  to  see  that  "Shop  Order"  cards  are  prop- 
erly filled  in,  and  that  the  labor  and  material  used  in 
filling  the  orders  are  noted  thereon. 

The  Timekeeper  must  foot  daily  the  time  of  force 
and  enter  the  total  hours  worked  on  Form  4  opposite 
distribution  to  the  different  order  numbers,  or  to 
such  incidental  labor  as  may  be  done.  The  time  of 
the  General  Foreman,  Timekeeper,  Engineer,  Fire- 
man, etc.,  must  be  distributed  to  the  several  orders 
in  proportion  to  labor  performed.  This  proportion 
must  be  entered  on  the  order  card  upon  completion 


-198- 

PLATE  XCIII. 


—199— 
PLATE  XCIV. 


200  MAINTENANCE  OP  WAY  STANDARDS. 

of  the  order,  and  at  the  end  of  the  month  on   all   un- 
finished orders. . 

The  Timekeeper  shall  make  up  the  Pay  Rolls  of 
the  Shop  at  the  end  of  the  month  and  forward  them 
to  the  General  Headmaster,  duly  certified  by  the 
Foreman,  with  the  distribution,  Form  4. 

GENERAL     ROADMASTER'S    RECORDS. 

All  Vouchers  and  Pay  Rolls  covering  expenditures 
for  material  and  labor  made  under  the  supervision  of 
the  General  Roadmaster  shall  be  approved  by  him 
and  properly  accounted  for  under  instructions  from 
the  Accounting  Department. 

The  General  Roadmaster  shall  be  responsible  for 
the  economical  distribution  of  material,  and  he  must 
hold  his  Roadmasters  and  other  subordinates,  to  a 
strict  accountability  for  material  placed  in  their 
charge. 

The  .General  Roadmaster  shall  keep  the  following 
special  material  accounts:— 

Steel  Rails,  Frogs, 

Iron  Rails,  Cross  Ties, 

Angle  and  Fish  Plates,    Switch  and  Bridge  Timber, 

Spikes,  Fence  Posts, 

Bolts,  Miscellaneous  Material, 

with  such  additonal  special  accounts  for   material   as 
may  be  deemed  advisable. 

The  principal  record  books  of  the  General  Road- 
master  shall  be: 

Form  50.     Material  Received. 
"      51.     Material  Journal. 
"      52.     Material  Ledger. 

In  Form  50  must  be  entered  a  complete  abstract  of 
all  bills  for  charges  against  the  Maintenance  of  Way 


EASTERN    ROADS.  201 

Department  coming  under  the  supervision  of  the 
General  Roadmaster.  All  such  charges  shall  be 
posted  in  Form  52,  "Material  Ledger,"  in  values.  The 
'quantities  must  also  be  posted  in  the  Ledger  covering 
special  accounts.  The  "Material  Received"  record 
must  also  show  the  particular  Road  Division  of  stock 
point  chargeable.  The  "Material  Journal"  is  to  be 
used  in  making  necessary  entries  after  closing  the 
accounts  at  the  end  of  the  month,  representing  the 
values,  and  in  special  accounts  the  quantities,  as 
summarized  on  the  "Material  Received"  register. 
The  Journal  is  also  to  be  used  for  entering  the  values, 
etc.,  of  the  material  consumed  during  the  month  after 
consolidation  of  all  the  material  reports  from  the 
several  divisions  and  stock  points;  also  for  such 
entries  as  may  be  necessary  in  adjusting  differences 
with  general  offices,  etc. 

The  "Balance"  account  for  entries  of  totals  of 
vouchers,  pay  rolls,  and  material  consumed  shall  be 
designated  "General  Office  Ledger,"  and  such  general 
account  shall  be  credited  the  amount  of  vouchers  and 
pay  rolls  certified  by  the  General  Roadmaster,  and 
shall  ultimately  be  charged  with  the  value  of  labor 
and  material  expended. 

The  General  Roadmaster's  books  shall  also  show 
under  proper  account  headings  the  entire  results  of 
the  operation  of  his  department,  and  in  each  month 
entries  must  be  made  thereon  which  will  show,  prop- 
erly distribution  under  account  headings,  the  value 
of  material  received  and  disbursed,  the  amount  of 
labor  expended,  and  the  value  of  material  on  hand. 

Such  accounts  are  as  necessary  for  tributary  rec- 
ords may  be  opened  in  the  Ledger.  After  the  close 


202  MAINTENANCE  OF  WAY  STANDARDS. 

of  a  month's  accounts  a  balance  sheet  must  be  ren- 
dered to  the  Accounting  Department  which  will  show 
the  status  of  the  General  Headmaster's  books  at  the 
end  of  the  month.  There  must  also  be  a  statement 
showing  the  details  of  debits  and  credits  to  the  sever- 
al material  accounts,  Form  1281,  with  the  resulting 
balances  as  shown  on  the  balance  sheet. 

The  accounts  of  material  kept  by  the  General 
Headmaster  with  the  several  Koad  Division  Road- 
masters,  Master  Builders,  Storekeepers,  etc.,  shall  be 
kept  in  quantities  and  not  values,  and  all  material  re- 
ceived by  his  department  shall  be  taken  up  by  the 
proper  Division  Roadmaster,  etc.,  in  quantities. 
Each  Division  Roadmaster  shall  report,  as  instructed 
herein,  during,  and  at  the  end  of  each  month  the  quan- 
tities of  each  kind  of  material  received,  consumed 
and  on  hand,  and  also  show  under  head  of  "Classifi- 
cation of  Disbursement  Accounts"  for  what  pur- 
pose the  material  was  used 

During  the  month  the  General  Roadmaster  shall 
have  posted  on  Form  39  the  quantities  of  the  differ- 
ent classes  of  material  chargeable  to  each  division 
and  stock  point.  This  will  comprise  the  quantities 
reported  received  for  the  current  month  by  Roadmas- 
ters,  Master  Builders,  and  Storekeepers,  on  Form  54. 

From  this  compilation  on  Form  39  he  shall  check 
the  quantities  reported  as  "Received"  in  the  various 
"Material  Reports"  rendered  by  Roadmasters,  etc. 
He  must  also  see  that  balances  brought  forward  as 
"On  Hand"  from  previous  month  are  correct,  and 
balances  "On  Hand"  at  close  of  month  are  properly 
extended. 

The  General  Roadmaster  shall  also  check  the  "Ma- 


EASTERN    ROADS.  203 

terial  Received  Advices,"  Form  54,  against  the  bills 
certified  by  the  Headmasters,  etc.,  and  ascertain 
whether  the  advices  agree  with  the  bills;  also  for  the 
purpose  of  hastening  bills  for  material  for  which  he 
has  advices,  Form  54,  but  for  which  no  bills  have 
been  received. 

The  quantities  of  material  reported  as  "Used"  in  the 
"Material  Reports"  must  also  be  compared  with  the 
quantities  as  reported  on  the  distribution  reports, 
Forms  21,  22,  23,  24,  25,  and  27. 

Having  checked  the  material  "Used,"  as  above  in- 
structed, the  quantities  of  material  reported  as 
"Used"  must  be  consolidated  under  the  proper  ac- 
count headings  on  Form  40,  and  then  carried  to 
Form  41  under  like  classification  and  the  values  ex- 
tended. 

The  reports  having  been  examined  and  material 
consolidated  and  values  extended,  the  Gereral  Road- 
master  shall  then  make  out  his  Roadway  and  Bridge 
Material  Report  to  the  Accounting  Department 
on  Form  42. 

Supplemental  to  report  Form  42  the  General  Road- 
master  shall  render  the  following  reports,  viz: 

Form  43,  entitled  "Distribution  of  Steel  and  Iron 
Rails,  Cross  Ties,  .etc."  This  report  furnishes  re- 
quired data  in  regard  to  special  materials  as  to  how 
the  amounts  charged  to  expense  accounts  are 
made  up. 

Form  44,  for  reporting  the  expenditures  each 
month  for  New  Work,  New  Side  Tracks  and  Exten- 
sions, and  Extraordinary  Repairs. 

Form  1268,  for  detail  of  charges  to  material  ac- 
counts, outside  parties,  etc.,  the  gross  amounts  of 
which  are  entered  on  report  Form  42, 


204  MAINTENANCE   OF    WAY    STANDARDS. 

The  General  Roadmaster  shall  also  render  monthly 
a  report  of  labor  and  material  expended  in  Mainte- 
nance of  Way,  Form  45,  which  shall  be  an  epitome  of 
the  expenses  charged  for  the  month,  arranged  by 
Divisions,  and  showing  the  average  cost  of  mainte- 
nance per  one  mile  of  single  track. 

The  General  Headmaster  shall  also  render  quarter- 
ly to  the  Chief  Engineer  a  report  of  the  "Condition 
of  Rails  in  the  Main  Tracks,"  compiled  from  reports 
of  Roadmasters,  Form  53. 

If  material  is  transferred  to  another  Department 
upon  receipt  of  advice  from  a  Roadmaster,  etc.,  on 
Form  28,  the  General  Roadmaster  must  bill  against 
the  Department,  Form  1266,  for  amount  of  labor  and 
material  chargeable,  or  on  Forms  1312  and  1313  if 
material  was  furnished  on  Purchasing  Agent's  order. 

He  must  also  render  promptly  accounts  against 
outside  parties  for  labor  and  material  delivered  on 
"Collection  Vouchers,"  Forms  185  and  1222.  These 
bills  are  not  to  be  delayed  until  close  of  month,  but 
must  be  rendered  as  soon  as  the  service  is  performed 
or  the  material  is  furnished. 

Requisition  for  material  required  by  Roadmasters, 
etc.,  must  be  made  to  the  General  Roadmaster  on 
Form  18,  for  material,  and  on  Focm  311  for  station- 
ery. If  the  material  can  be  supplied  from  supply 
stock  or  from  other  divisions  the  General  Roadmas- 
ter shall  give  necessary  instructions  as  to  transfer. 

For  material  which  cannot  be  thus  supplied  the 
General  Roadmaster  shall  make  necessary  requisi- 
tions on  the  Purchasing  Agents  on  Forms  48  and  49. 

Increase  of  Force  will  not  be  allowed  unless  pre- 
viously authorized  by  approval  of  application  there- 
for, Form  47. 


CHAPTER  VII. 

NEW  YORK,  LAKE  ERIE  AND    WESTERN    RAILROAD. 
ALIGNMENT. 

The  track  must  be  in  good  line  and  surface,  and 
all  rails  laid  with  the  dates  and  maker's  mark  on  the 
outside  of  track. 

On  tangents  the  rails  must  be  on  the  same  level. 

On  curves  the  proper  elevation  must  be  given  to 
the  outer  rail  as  shown  by  figures  painted  on  a  stake 
placed  at  each  end  of  the  curve  on  a  single  track  rail- 
road, and  at  the  beginning  of  each  curve  going  with 
the  trade  on  a  double  track  railroad. 
GAUGE. 

The  rails  must  be  properly  spiked  to  gauge. 

On  straight  lines,  and  on  all  curves  up  to  and  in- 
cluding 3  degrees,  4  feet  8J  inches  will  be  the  gauge 
used. 

From  3  degrees  to  5  degrees,  4  feet  8  5-8  inches; 
from  5  degrees  to  7  degrees;  4  feet  8  3-4  inches;  from 
7  degrees  to  9  degrees,  4  feet  8  7-8  inches;  and  from 
9  degrees  to  11  degrees,  4  feet  9  inches,  must  be  the 
gauge  used. 

JOINTS. 

Where  the  short  angle  plate  is  used  the  joints  of 
the  rails  must  be  exactly  midway  between  the  joint 


206  MAINTENANCE   OF   WAY   STANDARDS. 

ties,  and  the  joint  on  one  side  opposite  the  center  of 
the  rail  on  the  other  side  of  the  same  track. 

Where  the  long  angle  plate  is  used,  the  joint  must 
be  over  the  center  of  the  tie,  accurately  spaced  be- 
tween two  other  ties,  so  that  the  angle  splice  plates 
reach  over  three  ties. 

Iron  shims  must  be  used  to  separate  the  joints  in 
laying  rails.  Shims  of  the  following  thickness  will 
be  provided,  viz,:  1-4,  1-8  and  1-16  inch.  In  cold 
weather  use  the  largest  size,  in  moderate  weather 
the  medium,  and  in  hot  weather  the  smallest. 

The  splices  must  be  properly  put  on  with  the  full 
number  of  bolts,  nuts,  and  nut  locks,  and  nuts  screw- 
ed up  tight.  Spikes  must  be  driven  in  the  slots  in 
both  the  outside  and  the  inside  bars  to  prevent  the 
track  from  creeping. 

The  rails  must  be  spiked  both  on  the  outside  and 
the  inside  on  each  tie,  and  the  spikes  must  be  driven 
in  such  a  position  as  to  keep  the  tie  at  right  angles 
to  the  rails. 

BALLAST. 

There  must  be  a  uniform  depth  of  at  least  twelve 
inches  of  clean,  broken  stone,  gravel  or  slag  under 
the  ties.  The  ballast  must  be  filled  up  evenly  be- 
tween, but  never  above  the  top  of  the  ties,  and  slope 
outside  of  the  ties  according  to  standard  cross  section. 

Where  stone  is  used  it  must  be  broken  evenly  and 
not  larger  than  a  cube  that  will  pass  through  a  two 
and  one-half  inch  ring. 

On  double  track  the  space  between  tracks  should 
be  filled  with  coarse  stone  to  the  bottom  of  the  ties, 


— 2O7 

PLATE  XCV. 


208  MAINTENANCE  OF   WAY   STANDARDS. 

and  then  leveled  up  to  the  top  of  the  ties  with  stone 
broken  according  to  specifications, 
CROSS-TIES. 

The  cross-ties  must  be  properly  spaced  with  ten 
inches  between  the  edges  of  bearing  surfaces  at  the 
joints,  and  with  an  equal  distance  from  center  to 
center  of  all  intermediate  ties. 

The  ends  of  the  ties  on  the  outside  of  double  track, 
and  on  the  right  hand  side  going  north  or  west  on 
a  single  track,  must  be  lined  up  parallel  with  the  rails. 

Ties  must  not  be  notched,  but  must  be  made  true 
with  the  adze,  so  that  the  rail  may  have  an  even  bear- 
ing over  the  whole  width  of  the  tie. 

For  each  30  foot  rail  sixteen  cross- ties  must  be 
used  on  all  main  tracks;  on  branch  roads  and  third 
tracks  of  main  lines,  fourteen  ties  and  on  sidings  and 
tracks  used  for  standing  cars  only,  not  exceeding 
twelve  ties  for  every  30  foot  rail  are  to  be  used. 

On  all  main  tracks  of  the  main  line  where  the  long 
angle  plate  is  used,  or  the  joint  is  supported,  fifteen 
ties  for  each  30  foot  rail  must  be  placed  at  equal  dis- 
tances between  the  end  ties  supporting  the  joints. 
On  branch  roads  and  third  track  of  the  main  line 
thirteen  ties  only  will  be  used  under  the  same  cir- 
cumstances 

SWITCHES. 

Switches  and  frogs  must  always  be  well  lined  up 
and  maintained  in  good  order;  switch  signals  must 
be  kept  clean  and  well  painted. 

All  guard  rails  at  frogs  must  be  braced  and  care- 
fully spiked,  and  the  standard  distance  of  two  inches 
between  the  heads  of  the  guard  rail  and  the  main  rail 
must  always  be  maintained, 


—209— 

PLATE  XCVI. 


LO 

O 

(— • 
O 

y 
CO 


I 

£ 


210  MAINTENANCE  OP   WAY   STANDARDS. 

All  switches  and  frogs  must  be  put  in  according  to 

dimensions  given  on  drawings  in  the  hands   of  the 
Headmaster 

SIDINGS. 

All  Company  sidings  should  be  kept  in  as  good 
order  as  practicable,  using  for  this  purpose  second- 
class  rails  and  ties  or  the  partly  worn  materials  taken 
from  main  tracks,  using  engine  cinders  for  ballast 
according  to  standard  cross  section. 

Owners  of  private  sidings  must  be  required  to  keep 
their  sidings  in  safe  condition  for  use  at  all  times. 

Private,  local  and  all  sidings  used  for  standing  cars 
or  handling  freight  must  be  provided  with  blind 
switches  to  prevent  cars  from  being  run  out  on  main 
track  by  accident. 

The  line  of  the  bottom  of  the  ditches  must  be 
seven  feet  from  and  parallel  with,  the  rails.  They 
must  be  kept  clean  and  of  sufficient  depth  to  carry 
the  water 

CULVERTS. 

Culverts  and  drains  must  be  kept  clear  of  all  ob- 
structions. All  dirft  and  rubbish  of  any  kind  likely 
to  wash'down  and  obstruct  the  inlet  must  be  burned 
or  removed. 

ROAD   CROSSINGS. 

The  road  crossing  plank  must  be  securely  spiked, 
always  using  the  spike  specified  for  that  purpose;  the 
planking  should  be  three-quarter  of  an  inch  below 
the  top  of  the  rail,  and  two  and  one-half  inches  from 
the  gauge  line.  The  ends  and  inside  edges  of  the 
planks  should  be  beveled  and  filled  in  between 
with  broken  stone  or  slag. 


— 211 — 

PLATE  XCVII. 


I 


— 212 — 

PLATE  XCVIII. 


—213— 

PLATE  XCIX. 


—214— 

PLATE  C. 


EASTERN    ROADS.  215 

All  public  crossings  must  be  provided  with  stand- 
ard  crossing  signs,  placed  so  as  to  be  readily  seen  by 
persons  approaching  in  both  directions. 

Whistling  posts  must  be  placed  at  least  80  rods  in 
each  direction  from  all  crossings. 

STATION  GROUNDS. 

Platforms,  fences  and  grounds  at  stations  must  be 
kept  clean  and  in  good  order. 

TELEGRAPH. 

The  telepraph  poles  must  be  kept  in  proper  posi- 
tion and  placed  far  enough  from  the  road  to  prevent 
obstruction  in  case  of  falling  Trees  near  the  tele- 
graph line  must  be  kept  trimmed  to  prevent  the 
branches  touching  the  wires  during  high  winds. 
POLICING. 

All  old  material,  such  as  old  ties,  old  rails,  chairs, 
car  material,  etc.,  must  be  gathered  up  at  least  once 
a  week  and  neatly  piled  at  proper  points.  Briers  and 
undergrowth  on  the  right  of  way  must  be  kept  cut 
close  to  the  ground. 

USE  OF   MATERIAL. 

Proper  ^udgment  and  caution  must  be  exercised  to 
avoid  extravagant  use  of  material,  and  old  tools  must 
be  held  and  accounted  for  before  new  ones  are  re- 
ceived. 

All  injuries  to  bridges  or  other  structures,  water 
stations,  depot  buildings,  platforms  and  Company's 
houses  must  be  properly  repaired,  or  reported  by 
wire  to  the  Division  Superintendent  and  Headmaster. 

All  encroachments  or  supposed  encroachments 
upon  Company's  property  must,  if  possible,  be  pre- 
vented, and  in  every  case  reported  promptly. 


CHAPTER  VIII. 

RULES  AND    INSTRUCTIONS. 
MICHIGAN   CENTRAL  RAILWAY. 

Roadmasters,  Foremen  and  all  other  employes  of  the 
Track  Department,  who  are  in  any  way  concerned  by 
the  following  rules  and  regulations,  are  expected  to 
make  themselves  familiar  with  the  contents  of  this  book. 

The  following  general  rules,  as  shown  on  the  Time 
Schedule  of  this  Company,  are  hereby  confirmed  as 
setting  forth  requirements  made  upon  all  employes  of 
the  Track  Department. 

Time  Card  Rule  No.  22. — "The  use  of  intoxicating 
liquors  is  forbidden  under  any  circumstances. 

"All  persons  employed  by  the  Company  are  to  devote 
themselves  exclusively  to  the  Company's  service;  re- 
siding at  whatever  place  may  be  appointed;  attending 
at  such  hours  as  may  be  required;  and  paying  prompt 
obedience  to  persons  in  authority  over  them. 

"They  are  not  allowed  to  absent  themselves  from 
duty  without  first  obtaining  leave  from  their  Division 
Superintendent  or  head  of  their  department.  Their  pay, 
while  absent,  will  be  stopped." 

Time  Card  Rule  No.  24. — "No  employes  of  the  Com- 
pany are  allowed  to  engage  in  trade,  either  directly  or 
indirectly,  for  themselves  or  others,  without  special 
permission  from  the  General  Superintendent  or  Assist- 


EASTERN   ROADS.  217 

ant  General  Superintendent.  They  are  strictly  forbid- 
den to  receive  any  fee  or  reward  from  the  public  under 
any  pretense  whatever." 

Latter  Part  of  Time  Card  Rule  No.  26,  viz.— "At 
many  of  the  stations  on  the  road  there  are  cattle-guards 
within  station  limits.  Trainmen  and  switchmen  work- 
ing about  yards  or  at  such  stations  are  required  to 
exercise  great  care  to  avoid  injury  in  passing  over  such 
cattle-guards. 

"Attention  is  also  called  to  the  necessity  of  equal 
care  in  working  about  switches  at  stations  and  in  yards 
to  avoid  injury  by  having  feet  caught  in  frogs,  switches 
and  guard-rails. 

"Jumping  on  or  off  cars  or  engines  in  motion,  en- 
tering between  cars  in  motion  to  couple  or  uncouple 
them,  and  all  similar  imprudences,  are  forbidden. 

"Every  employe  is  required  to  exercise  the  utmost 
caution  to  avoid  injury  to  himself  or  fellow  employes, 
especially  in  coupling,  switching,  or  other  movements 
of  cars  or  trains. 

"Car  repairers  and  other  employes  who  have  oc- 
casion to  work  on  or  about  cars  are  strictly  forbidden 
to  commence  work  on  any  car  the  nature  of  which 
requires  them  to  place  themselves  in  a  position  on, 
under  or  about  the  car,  whereby  its  movement  on  the 
track  could  result  in  injury  to  them,  without  first 
properly  protecting  themselves  with  a  red  flag  or  flags 
by  day,  or  red  lights  by  night. 

"All  employes  must  bear  in  mind  that  under  the 
Telegraph  System  of  working  the  road,  a  train  may  be 
expected  at  any  moment,  and  thus  the  necessity  of  the 
strictest  watchfulness  on  the  part  of  all." 

The  following  General  and  Special  Rules,  as  shown 


218  MAINTENANCE   OF   WAY   STANDARDS. 

on  the  Time  Schedules  of  this  Company,  are  hereby 
confirmed  as  setting  forth  requirements  made  upon 
roadmasters  and  all  foremen  of  track  work. 

The  term  "Foremen  of  Track  Work"  in  this  book 
of  instructions  applies  to  all  foremen  subordinate  to 
Roadmasters. 

First  Part  of  Time  Card  Rule  No.  21,  viz. — "All  per- 
sons, upon  entering  the  service  of  this  Company,  will 
be  furnished  with  a  copy  of  the  Time  Tables  in  force  and 
of  the  Rules  and  Regulations,  with  which  it  will  be  their 
duty  to  make  themselves  fully  acquainted,  and  they 
must  also  make  themselves  thoroughly  familiar  with 
all  special  instructions  issued  by  the  heads  of  depart- 
ments from  time  to  time.  Strict  compliance  with  the 
Time  Table  and  strict  obedience  to  the  Rales  and 
Regulations  and  special  instructions,  in  every  par- 
ticular, will  be  required. 

Time  Card  Rule  No.  23. — "Heads  of  departments 
must  know  that  all  their  subordinates  are  furnished 
with  each  issue  of  the  Time  Table  before  the  same  shall 
have  effect,  and  will  require  receipt  from  them  for  the 
same.  Due  notice  of  the  issue  of  a  new  Time  Table 
must  be  given  by  special  notice  posted  upon  bulletin 
boards,  as  required  by  Rule  No.  21,  and  the  Chief 
Dispatcher  of  each  Division  must  advise  all  telegraph 
offices  by  telegraph  of  the  new  Time  Table  being  used, 
before  the  same  shall  take  effect. 

"Each  Time  Table,  from  the  moment  it  takes  effect, 
supersedes  the  preceding  Time  Table,  and  trains  shall 
be  run  as  directed  thereby,  subject  to  the  rules.  All 
regular  trains  on  the  road,  running  according  to  the 
preceding  Time  Table,  shall  unless  otherwise  directed, 


EASTERN   ROADS.  219 

assume  the  times  and  rights  of  trains  of  corresponding 
numbers  on  the  new  Time  Tables. 

"No  trainmen,  enginemen  or  yardmen  must  leave 
terminal  stations  or  go  on  duty  without  a  copy  of  this 
Time  Table,  with  Rules  and  Regulations." 
m  Time  Card  Rule  No.  29,  Amended  to  apply  to  whole 
Michigan  Central  System. — On  Main,  Air  Line  and 
Fort  Erie  Divisions,  between  Buffalo  and  Chicago, 
where  the  track  is  impasssable,  or  before  a  rail  is  taken 
out  of  track,  or  when  it  is  necessary  to  repair  any  por- 
tion of  the  roadway  that  will  render  the  road  impassa- 
ble for  a  train ;  or  where  the  track  is  out  of  order  and 
must  be  run  over  slowly,  a  flagman  must  be  sent  out  in 
each  direction  with  a  r,ed  flag  and  torpedoes  by  day  and 
red  light  and  torpedoes  by  night,  to  flag  approaching 
trains,  as  per  Rule  No.  46. 

On  other  Divisions,  when  the  track  is  out  of  order 
and  must  be  run  over  slowly,  blue  and  white  flag  by 
day  and  a  red  light  by  night  must  be  placed  by  the  side 
of  the  track,  on  engineer's  side,  at'a  distance  of  twenty- 
five  telegraph  poles  in  each  direction  from  the  defective 
track.  When  the  track  is  impassable,  or  before  a  rail  is 
taken  out  of  the  track,  or  when  it  is  necessary  to  repair 
any  portion  of  the  roadway  that  will  render  the  road 
impassable  for  a  train,  a  red  flag  by  day  and  red  light 
by  night  must  be  placed  in  the  center  of  the  track  in 
each  direction  from  the  impassable  point,  at  a  distance  of 
not  less  than  twenty-five  telegraph  poles  from  it,  and 
two  torpedoes  must  also  be  placed  on  the  rail,  ten  tele- 
graph poles  beyond  the  flag,  at  a  distance  of  fifty  feet 
from  each  other.  • 

When  culverts  or  bridges  are  being  repaired,  or  any 
work  done  upon  the  track,  making  it  necessary  for 


220       MAINTENANCE  OF  WAY  STANDARDS. 

trains  to  run  slowly  over  such  culvert,  bridge  or  portion 
of  track,  for  an  extended  length  of  time,  Division 
Superintendents  must  first  be  notified  and  orders  will 
be  issued  by  them  for  trains  to  run  slowly  until  other- 
wise directed.  In  such  cases,  a  blue  and  white  flag  by 
day  and  a  red  light  by  night,  as  a  marker,  must  be 
placed  by  the  side  of  the  track,  on  the  engineer's  side,  at 
a  distance  of  twenty-five  telegraph  poles  in  each  direc- 
tion from  the  defective  track. 

Time  Card  Rule  No.  30. — "Upon  Main  and  Air  Line, 
double  track,  flagmen  must  be  sent  out,  as  provided 
above,  in  both  directions  from  the  impassable  point. 
Upon  other  Divisions  flagmen  must  be  sent  out,  or 
flags  and  torpedoes  placed  as  prpvided  above,  in  both 
directions  from  impassable  point." 

Time  Card  Rule  No.  31,  Amended  to  apply  to  whole 
Michigan  Central  System. — At  night,  when  track  is 
impassable  or  must  be  run  over  slowly,  section  foreman 
must,  in  addition  to  placing  flags  and  torpedoes  as 
provided  by  Rule  29,  notify  Division  Superintendent  as 
soon  as  possible. 

Time  Card  Rule  No.  32. — "Track  and  bridgemen 
are  forbidden  to  set  track  jacks  iriside  of  rails.  When 
tracks  are  to  be  raised,  jacks  must  be  set  outside  of 
rails.  See  that  sand  does  not  wash  down  upon  the 
track  at  road  crossings.  During  very  wet  nights  fore- 
men must  watch  places  in  the  track  likely  to  be  dam- 
aged." 

Time  Card  Rule  No.  33. — "Rails  and  other  materials 
must  not  be  left  scattered  about  depot  grounds.  Pile 
them  up  together  outside  of  all  tracks. 

"Hand-cars  must  not  be  left  standing  on  highway 


— 221  — 

PLATE  CI. 


o 

5  i 


PQ 


»*3       'Z. 

S    3 


OQ 


- 


222  MAINTENANCE  OF   WAY   STANDARDS. 

or  private  crossings  except  for  the  purpose  of  letting 
trains  pass. 

"Section  foremen  must  not  leave  their  handcars 
standing  upon  double  or  single  main  track  while  their 
men  are  working  on  track. 

"When  two  or  more  handcars  are  running  in  the 
same  direction,  they  must  keep  at  least  two  telegraph 
poles  apart.  No  one  except  employes  will  be  allowed 
to  ride  on  handcars." 

Time  Card  Rule  No.  34. — "No  cordwood,  lumber  or 
other  articles  must  be  piled  along  the  track  within  a 
less  distance  than  five  feet  from  the  rail." 

• 

Time  Card  Rule  No.  35. — "Telegraph  Line. — Track- 
men will  pay  particular  attention  to  the  telegraph  wires, 
and  see  that  they  are  not  obstructed  or  down  upon  the 
ground.  In  case  they  are  found  broken,  or  on  the 
ground,  or  crossed,  or  in  any  way  obstructed,  they  must 
be  repaired  in  a  temporary  manner  immediately,  and 
notice  given  to  the  telegraph  office.  When  the  wires 
are  crossed,  or  in  contact  with  each  other,  and  the  break 
or  obstruction  is  of  such  a  nature  as  not  to  admit  of 
temporary  repair,  immediate  notice  must  be  sent  by 
special  messenger  to  the  nearest  telegraph  office." 

Time  Car  Rule  No.  36. — "Fences. — Constant  atten- 
tion must  be  given  to  see  that  fences  on  each  side  of 
the  road  and  at  crossing  are  in  good  order,  and  that 
cattle-guards  are  kept  in  repair;  a  break  in  the  fence 
must  in  no  case  be  passed  by  without  being  repaired 
when  it  is  possible  to  mend  it.  When  a  break  in  the 
fence  cannot  be  repaired  for  want  of  material,  it  is  the 
duty  of  the  foreman  of  the  section  to  give  the  Road- 
master  immediate  notice  of  it,  stating  what  material  is 


EASTERN   ROADS.  223 

required.  When  fences  are  taken  down  to  haul  wood 
on  to  the  right  of  way,  have  them  replaced." 

Time  Card  Rule  No.  37. — "Foremen  of  repair  parties 
will  be  held  responsible  for  the  strict  observance  of  the 
above  requirements.  It  is  the  duty  of  each  one  to  see 
that  his  party  is  always  supplied  with  the  proper  signal 
lamps,  flags  and  torpedoes;  but  should  he  at  any  time, 
from  accident  or  otherwise,  be  deficient,  he  must  post  a 
man  at  a  safe  distance  to  warn  approaching  trains." 

Time  Card  Rule  No.  38. — "Any  employe  observing- 
any  obstruction  or  damage  to  the  road  or  bridges,  or 
observing  any  circumstance  that  indicate  danger  in 
any  way,  will  leave  at  nearest  telegraph  station  a  written 
report  of  the  same,  and  will  take  such  further  steps  as  will 
insure  safety.  All  such  reports  must  be  telegraphed 
by  the  agent  or  operator  to  Division  Headquarters, 
and  notice  of  the  obstruction  or  danger  must  be  given 
to  conductors  of  all  trains,  until  orders  are  received  from 
Division  Headquarters  to  discontinue  such  notice." 

Time  Card  Rule  No.  39. — "Foremen  of  Repairs,  and 
men  in  their  employ,  must  at  all  times  hold  themselves 
in  readiness  to  aid  the  passage  of  trains,  and  in  case  of 
accident  or  delay,  will  obey  the  orders  of  conductors." 

Time  Card  Rule  No.  46. — "When  the  track  is  ob- 
structed, the  Conductor  will  immediately  send  back  a 
flagman  with  danger  signals  (a  red  flag  and  torpedoes 
by  day  and  a  red  light  and  torpedoes  by  night),  placed 
as  per  Rules  13  and  14,  not  less  than  twenty-five  tele- 
graph poles,  and  until  he  has  reached  a  point  where 
his  danger  signals  can  be  seen  the  distance  of  not  less 
than  ten  telegraph  poles,  by  the  engineer  of  the  ap- 
proaching train ;  and  the  flagman  must  remain  in  such 
position  until  the  train  that  is  due  has  arrived,  or  until 


224        MAINTENANCE  OF  WAY  STANDARDS. 

he  is  recalled  by  the  whistle  of  his  own  engine.  The 
engineer  of  the  approaching  train,  on  preceiving  the 
flagman's  signals,  will  immediately  sound  the  whistle 
as  per  Rule  3.  Passenger  flagmen,  when  protecting 
their  trains  at  night,  will  leave  a  lighted  fusee  in  addi- 
tion to  torpedoes,  as  per  Rule  14,  when  recalled. 

"When  any  train  runs  over  red  flags  or  torpedoes 
placed  upon  the  track  or  bridges  by  bridge  or  section 
men,  as  per  Time  Table  Rule  29,  conductors  will  see 
that  such  flags  and  torpedoes  are  replaced  before  pro- 
ceeding." 

Time  Card  Rule  No.  13. — "A  torpedo  is  an  extra 
danger  signal.  It  is  fastened  to  the  rail  by  clamps,  and 
explodes  by  the  engine  passing  over  it.  The  explosion 
of  a  torpedo  is  a  signal  to  stop  the  train  immediately. 
They  are  to  be  used  in  all  cases  of  accident  and  emer- 
gency, and  must  be  used  in  addition  to  the  regular  day 
and  night  signals. 

" A  fusee  is  an  extra  danger  signal  to  be  lighted  and 
placed  on  the  track  at  night  in  cases  of  accident,  foggy 
or  stormy  weather.  Fusees  will  burn  five  or  ten 
minutes.  Passenger  trains  will  use  ten-minute  fusees; 
freight  trains  five-minute  fusees.  A  train  finding  a 
fusee  burning  on  the  track  will  come  to  a  stop  and  wait 
until  it  burns  out,  and  then  proceed  with  caution,  ex- 
pecting to  find  the  track  obstructed,  until  information 
is  received  that  the  track  is  clear." 

Time  Card  Rule  No.  14. — "Flagman  will  place  a  tor- 
pedo on  the  rail  on  engineer's  side,  at  a  distance  of  ten 
telegraph  poles  from  the  place  where  track  is  ob- 
structed, a  second  torpedo  at  a  distance  of  twenty 
telegraph  poles,  and  a  third  torpedo  at  a  distance  of 
twenty-five  telegraph  poles  from  the  train,  or  until  he 


EASTERN    ROADS.  225 

has  reached  a  point  where  his  signal  can  be 
seen  a  distance  of  ten  telegraph  poles  by  the 
approaching  train,  and  will  at  once  place  a  torpedo  on 
the  rail  at  that  point.  If  the  following  train  has  not  ar- 
rived when  he  is  recalled,  he  must  leave  on  the  rail  the 
last  torpedo  placed,  and  also  place  one  fifty  feet  from 
it  as  a  caution  to  the  following  train,  and  take  up  the 
other  torpedoes. 

"A  single  explosion  will  indicate  that  the  train  has 
passed  the  flagman,  with  his  red  flag  or  light,  without 
observing  him,  and  it  will  wait  for  him  to  retrace  his 
way  to  give  information  of  the  obstruction.  If  the 
explosion  is  double,  it  will  indicate  that  the  flagman  has 
been  recalled;  and,  in  this  case,  the  train  will  move 
slowly  forward  until  it  shall  be  learned  that  the  obstruc- 
tion is  removed. 

"When  any  train  has  been  stopped  by  a  preceding 
train,  in  the  manner  above  mentioned,  the  conductor  of 
the  last  train  will  use  the  same  precautions  with  regard 
to  any  following  train  as  those  heretofore  described.' 

In  order  that  there  may  be  no  possible  misappre- 
hension of  the  intent  and  scope  of  the  "Time  Card 
Rules"  cited  above,  the  following  explanatory  matter 
is  put  in  the  form,  of  rules,  which  are  to  be  rigidly  ob- 
served: 

Rule  No.  i. — Roadmasters  and  Foremen  of  track 
work  shall  make  their  men  acquainted  with  the  Time 
Card  Rules  first  quoted  as  requirements  made  upon 
all  employes  of  the  Track  Department,  and  are  re.- 
quired  to  point  out  to  their  men  the  necessity  of  looking 
out  for  their  personal  safety  in  the  performance  of  their 
work. 

Rule  No.  2. — Referring  to  Time  Card  Rules  Nos.  21 


226  MAINTENANCE   OF   WAY   STANDARDS. 

and  23 :  Roadmasters  are  expected  to  make  themselves 
acquainted  with  all  the  requirements  set  forth  in  the 
Time  Tables.  Foremen  of  track  work  are  required  to 
make  themselves  familiar  with  the  parts  of  the  Time 
Card  Rules  specified  in.  this  book  of  instructions;  to 
study  each  new  issue  of  Time  Table  sufficiently  to  know 
the  time  of  trains  which  may  affect  the  work  they  have 
to  do,  and  to  have  at  hand  a  copy  of  the  latest  issue  of 
Time  Table  when  upon  duty. 

Rule  No.  3. — Foremen  of  track  work,  in  carrying 
out  Time  Card  Rule  No.  29,  are  required  to  give  par- 
ticular instructions  in  each  case  to  the  men  they  send 
to  flag,  and  will  be  held  responsible  for  the  proper 
display  of  flag  and  use  of  other  signals  designated  in 
Time  Card  Rules. 

Although  the  requirements  of  Time  Card  Rule  No. 
29  do  not  contemplate  that  flagmen  remain  with  the 
signals  on  divisions  other  than  the  Main  Line,  Air  Line 
and  Fort  Erie,  Foremen  of  track  work  are  hereby 
directed  to  locate  the  signals  that  are  to  be  left  alone  for 
impassable  track  within  view  of  the  point  of  obstruction, 
if  they  can  be  so  located,  and  be  at  or  beyond  the  point 
which  is  the  specified  distance  of  twenty-five  telegraph 
poles  from  point  of  obstruction. 

In  case  such  signals  cannot  be  seen  from  point  of 
obstruction,  Foremen  of  track  work  must  take  such 
precautions  as  are  necessary  to  a  clear  display  of  these 
signals,  and  are  made  responsible  that  the  flags  stand 
and  that  the  red  lights  burn. 

In  case  of  impassable  or  unsafe  track,  flagging  is  the 
first  duty  and  repairs  must  wait,  if  necessary,  until 
signals  have  been  placed. 

The  signal  for  caution  and  for  slow  speed  of  trains  by 


EASTERN    ROADS.  227 

day  is  a  blue  and  white  flag,  the  staff  of  which  is  to  be 
set  firmly  in  the  ground,  three  feet  outside  the  rail,  on 
engineer's  side,  and  to  lean  away  from  the  track.  At 
night  a  red  lamp  is  to  be  left  on  the  ground  on  same 
side  of  rail,  and  at  same  distance  therefrom,  additional 
to  the  blue  and  white  flag. 

If  a  display  of  the  caution  signal  is  required  in  foggy 
weather,  and  the  imperfect  state  of  the  track  has  not 
been  announced  to  Division  Superintendent,  as  pro- 
vided in  Time  Card  Rule  No.  29,  one  torpedo  must  be 
placed  on  rail  on  engineer's  side  100  feet  in  advance  of 
the  blue  and  white  flag,  and  another  on  same  rail  50 
feet  nearer  to  flag.  Having  placed  such  torpedoes  to 
call  attention  to  the  blue  and  white  flag  in  foggy 
weather,  Foremen  of  track  work  must  not  assume  that 
trainmen  will  replace  exploded  torpedoes  as  provided 
in  Time  Card  Rule  No.  46,  but  are  required,  unless  the 
Division  Superintendent  is  notified  of  the  location  of 
the  trouble,  to  see  that  torpedoes  remain  upon  the 
track  in  advance  of  the  signal  during  the  continuance 
of  the  fog  or  until  track  is  in  perfect  condition. 

Rule  No.  4. — In  flagging  an  obstruction  which 
occurs  on  the  double  track  of  Main  or  Air  Line,  as  per 
Time  Card  Rule  No.  30,  in  case  only  one  track  is 
obstructed,  Foremen  of  track  work  will  not  stop  or 
slow  down  a  train  running  on  the  unobstructed  track 
unless,  in  their  judgment,  the  safety  of  the  men  em- 
ployed at  the  obstruction  demands  such  caution.  It 
is  to  be  borne  in  mind,  however,  that,  a  train  may  be 
approaching  the  obstruction  from  either  direction  on 
either  track,  and  no  chances  must  be  taken  in  view  of 
such  uncertainty.  In  case  the  obstruction  exists  in 
both  tracks,  the  torpedoes  specified  for  flagging  must 


—228— 

PLATE  CII. 


n 


EASTERN      ROADS.  229 

be  placed  on  the  rails  of  both  tracks  in  both  directions 
from  the  point  of  obstruction,  and  the  flagmen  must 
stop  trains  approaching  on  either  track. 

On  the  double  track  of  divisions  where  attendants 
are  not  required  with  the  flags,  and  trains  on  one  track 
only  are  to  be  stopped,  the  flags  and  other  signals  are 
to  be  placed  in  both  directions  on  the  obstructed  track 
only.  If  both  tracks  are  obstructed,  flags  and  torpedoes 
are  to  be  placed  each  way,  as  specified,  upon  the  tracks 
on  which  trains  approach  the  obstruction  by  right  hand 
running,  and  one  torpedo  is  to  be  placed  on  the  other 
track  opposite  each  flag. 

Rule  No.  5. — All  Foremen  of  track  work  are  in- 
structed to  report  at  once  by  wire  to  the  Division 
Superintendent  and  to  the  Roadmaster  any  impassable 
or  unsafe  track  they  may  observe,  and  are  further  in- 
structed to  report  at  frequent  intervals  by  wire  to  the 
Division  Superintendent  and  to  the  Roadmaster  the 
condition  of  track  which  has  been  reported  by  them- 
selves or  by  others  as  impassable  or  unsafe.  These 
latter  reports  are  to  be  sent  as  often  as  can  be  done 
consistently  with  the  speedy  restoration  of  the  track, 
and  may  often  be  of  the  greatest  utility  in  arrange- 
ments for  detours  of  trains. 

Rule  No.  6. — Each  Foreman  of  track  work  must  keep 
himself  provided  with  the  following  signals  for  use  in 
case  of  danger  or  necessity  of  caution,  viz. :  One  case 
of  torpedoes,  two  red  flags  mounted  on  staffs  four  feet 
long,  two  red  lanterns,  and  two  blue  and  white  flags 
mounted  on  staffs  four  feet  long.  When  he  has  less 
than  twenty-four  torpedoes  he  must  immediately  order 
more  from  his  Roadmaster  in  writing. 


230  MAINTENANCE   OF   WAY   STANDARDS. 

He  must  report  to  his  Roadmaster  any  instance  of 
disregard  of  danger  or  caution  signals  by  trainmen. 

Rule  No.  7. — Loaded  push-cars  on  the  track  are  to 
be  considered  as  obstructions  and  must  be  protected 
by  danger  signals. 

Rule  No.  8. — Torpedoes  found  on  the  track  must  not 
be  removed.  If  any  are  exploded  or  damaged  in  any 
manner  by  hand-cars  or  push-cars,  they  must  be  re- 
placed. 

Rule  No.  9. — Except  in  cases  of  emergency,  no  work 
that  will  obstruct  the  track  shall  be  done  during  fogs 
or  storms. 

Rule  No.  10. — Every  Foreman  of  track  work  must 
provide  himself  with  a  reliable  watch,  and  compare  time 
daily  with  the  clock  at  a  telegraph  office  or  with  con- 
ductors. 

Rule  No.  11. — Foremen  of  track  work  must  not  carry 
any  person  (except  the  head  of  a  department)  on  their 
hand-cars,  velocipedes  or  push-cars  without  written 
permission  from  Roadmaster  or  other  superior  officer 
of  the  Track  Department. 

They  will  also  stop  any  person  other  than  employes 
of  Track,  Bridge,  Telegraph  or  Building  Departments, 
from  running  hand-cars,  velocipedes  or  push-cars  on 
the  track  without  written  permission  to  do  so  from 
the  Roadmaster. 

Rule  No.  12. — Hand-cars  and  push-cars,  when  not  in 
actual  use,  must  be  lifted  from  the  track  and  placed  at 
least  four  feet  from  nearest  rail.  Such  cars  must  not  be 
allowed  to  stand  on  highways,  station  walks  nor  private 
crossings  except  during  the  passing  of  a  train.  When 
they  are  left  out  of  the  sight  of  trackmen  they  must  be 
kept  locked. 


EASTERN    ROADS.  231 

Rule  No.  13. — When  two  or  more  hand-cars  or  push- 
cars  are  running  in  the  same  direction,  they  must  be 
kept  at  least  two  telegraph  poles  apart,  and  in  no  case 
must  they  be  attached  to  engines  or  trains  in  motion. 

Rule  No.  14. — Foremen  of  track  work  must  see  that 
the  boxes  of  the  gear  wheels  and  axles  of  their  hand- 
cars and  push-cars  are  kept  in  line  and  properly  oiled. 

Rule  No.  15. — Hand-cars  and  unloaded  push-cars 
must  be  passed  from  main  line  to  side  track,  or  vice 
versa,  by  lifting  car.  Switches  are  to  be  turned  for 
loaded  push-cars  only  under  supervision  of  the  fore- 
man, who  will  be  held  responsible  for  the  proper  re- 
placing of  switches. 

Rule  No.  1 6. — Hand-cars  or  push-cars  must  not  be 
left  standing  upon  side-tracks. 

Rule  No.  17. — At  least  one  man  on  a  hand-car  on 
track  shall  face  the  rear  and  keep  a  lookout  for  trains 
approaching  from  that  direction.  Extreme  care  must 
be  taken  in  the  use  of  hand-cars  or  push-cars  in  the 
vicinity  of  curves  and  in  stormy  or  foggy  weather.  • 

When  a  hand-car  or  push-car  has  to  be  taken  from 
track  to  avoid  an  approaching  train,  it  must  never  be 
set  upon  the  adjoining  track  of  a  double  track  when  in 
the  vicinity  of  a  curve.  Extreme  care  must  be  taken 
in  the  running  of  hand-cars  in  the  vicinity  of  highway 
crossings,  and  hand-cars  must  be  under  full  control 
when  approaching  crossings  at  which  the  view  of  the 
track  is  obstructed.  Hand-cars  must  not  be  used  for 
any  other  purpose  than  the  inspection  and  care  of  the 
track,  and  when  not  in  such  use  must  be  kept  locked 
in  the  car-house.  Push-cars  when  not  in  use  must  be 
kept  at  a  safe  distance  from  track  with  their  wheels  se- 
cured by  a  chain  and  lock. 


232  MAINTENANCE  OF  WAY  STANDARDS. 

Rule  No.  1 8. — Foremen  of  track  work  are  expressly 
forbidden  to  handle  switches  for  trainmen. 

Rule  No.  19. — All  Foremen  of  track  work,  in  passing 
over  the  track,  are  expected  to  notice  its  condition  and 
report  any  slight  defects  to  the  foreman  of  repairs  of 
the  section  where  such  defects  exist.  They  are  re- 
quired to  protect,  and  repair  if  possible,  any  unsafe 
track  they  may  observe,  and  are  to  be  guided  in  their 
observation  and  work  by  the  directions  given  further 
•on  in  this  book  for  the  care  of  the  track. 

Rule  No.  20. — Foremen  or  other  employes  of  the 
Track  Department  are  not  authorized  to  lend,  sell  or 
give  away  any  tools  or  material,  new  or  old,  belonging 
to  this  Company. 

Rule  No.  21. — Foremen  of  track  work  must  be  vigi- 
lant to  prevent  the  theft  of  any  material,  or  disfigure- 
ment or  damage  to  any  structure  or  grounds  belonging 
to  this  Company,  and  must  do  all  in  their  power  to 
secure  the  punishment  of  any  such  damage  or  theft. 

Rule  No.  22. — Orders  for  tools  and  materials  must 
be  sent  to  the  Roadmaster.  Old  and  worn  out  tools 
must  be  sent  to  the  Roadmaster  on  receipt  of  the  new 
tools.  All  tools  and  material  for  repairs  must  be  sent 
to  the  Master  Mechanic.  A  tag  must  be  securely  fas- 
tened on  each  lot  of  tools  or  material,  plainly  addressed. 
The  number  and  kind  of  materials  sent,  and  the  number 
of  section  or  name  of  station  they  are  from  must  be 
written  on  the  tag.  At  the  same  time  a  letter  must  be 
written  to  the  Master  Mechanic,  stating  number  and 
kind  of  tools  or  material  sent,  and  what  repairs  are 
needed.  If  tools  or  material  sent  as  above  to  the  Master 
Mechanic  for  repairs  are  not  returned  in  ten  days,  the 
Roadmaster  must  be  notified  of  such  shipment,  and 


—233— 
PLATE  CIII. 


234        MAINTENANCE  OF  WAY  STANDARDS. 

the  date  and  number  of  train  it  was  made  on  must  be 
specified. 

Rule  No.  23. — Foremen  of  track  work  will  be  fur- 
nished with  ordinary  memorandum  time  books  to  keep 
notes  of  time  they  and  their  laborers  are  employed. 
To  secure  uniformity  in  the  recording  of  such  time,  fore- 
men are  instructed  to  enter  their  own  names  on  the  top 
line  of  page,  and  the  names  of  their  men  on  succeeding 
lines,  one  man's  name  to  each  line.  Every  day  on  which 
each  man  is  employed  all  day  is  to  be  marked  opposite 
his  name,  and  in  the  column  corresponding  to  the  day 
of  the  month,  by  one  vertical  line.  When  a  man  is 
employed  only  a  part  of  a  day,  that  part  of  the  day  is 
to  be  marked  in  the  proper  column.  When  a  man  not 
discharged  is  absent  from  duty  on  a  working  day,  the 
day  on  which  he  is  absent  is  to  be  marked  with  an  X. 
Sundays  are  to  be  marked  with  an  S  opposite  the  names 
of  the  men  who  are  not  employed  on  Sunday.  No  time 
must  be  entered  for  laborers  except  such  time  as  they 
are  employed  in  doing  the  Railroad  Company's  work. 
Unless  discharged  or  directed  otherwise  by  Road- 
master,  they  are  considered  to  be  so  employed  when  on 
hand  for  duty,  but  prevented  from  actual  work  by 
storms  too  severe,  in  the  foreman's  opinion,  to  do  the 
work  in  hand  to  advantage.  In  this  connection  it  is  to 
be  understood  that  all  laborers  are  subject  to  their  fore- 
man's order  to  do  any  kind  of  work  appertaining  to 
the  care  of  the  Company's  property,  and  the  foremen 
are  instructed  to  so  employ  them  wrhen  the  weather  is 
unsuitable  for  a  particular  class  of  work. 

With  the  exception  of  the  patrolling  or  watching 
of  the  track  alluded  to  in  this  Book  of  Instructions 
under  ''Instructions  to  Foremen  of  Repairs,"  in  Rule 


EASTERN    ROADS.  235 

No.  46,  no  regular  work  for  the  company  is  to  be  done 
on  Sundays  or  on  general  holidays.  In  case  of  an  emer- 
gency, any  foreman  whose  services  can  be  useful,  and 
any  laborer  that  the  foreman  calls  upon,  is  expected  to 
give  the  service  demanded,  whether  the  emergency 
arises  at  night,  on  Sunday,  holiday  or  on  regular  work- 
ing days.  In  case  of  mere  expediency,  foremen  or  la- 
borers having  scruples  as  to  Sunday  work  may  decline 
to  give  their  services  without  any  prejudice  to  their 
regular  employment.  No  work  of  mere  expediency  is 
to  be  done  on  Sunday  except  under  specific  direction 
of  the  Roadmaster. 

Work  done  at  night,  on  Sunday  and  on  general  holi- 
days by  other  employes  than  Foremen  of  Repairs,  will 
be  paid  for  at  the  same  rate  as  regular  daily  work,  and 
no  extra  time  will  be  allowed  on  account  of  such  work 
being  done  at  irregular  hours,  except  to  laborers  -who 
run  the  car  for  the  Sunday  and  holiday  trip,  and  who 
will  receive  one-half  day's  pay  for  such  service,  and 
for  other  service  due  to  emergency  they  may  be  called 
on  to  render  in  the  first  five  hours  of  the  day. 

Foremen  of  Repairs,  being  paid  by  the  month,  will 
not  receive  any  compensation  on  account  of  the  Sun- 
day and  holiday  inspection  trip,  but  will  be  allowed  ad- 
ditional compensation  at  their  regular  rate  of  pay  for 
work  done  at  irregular  hours  other  than  the  first  hours 
of  Sunday  or  holiday,  as  cited  above. 

Rule  Xo.  24. — The  following  is  a  list  of  blank  forms 
required  for  the  use  of  Foremen  of  track  work.  In 
ordering  these  blank  forms,  both  the  name  and  number 
of  form  shall  be  given  and  the  quantity  required  of  each 
kind  shall  be  stated: 


236       MAINTENANCE  OF  WAY  STANDARDS. 

Form  No.  1040. — Time  Books. 

"       281.— Time  Sheets. 
"         "       315. — Work  Train  Reports. 
"         "       8/14, — Report  of  Stock  Killed  or  Injured. 

"       845. — Report  of  Damage  Done  by  Fire. 

"       849. — Report  of  Personal  Injury. 

"       887.— Report  of  Broken  Rails. 

"       ^95- — Identification     Cards      for     Extra 

Gangs. 

Rule  No.  25. — Form  No.  1040.  In  addition  to  the 
memorandum  time  books  referred  to  in  Rule  No.  23, 
Time  Books  of  the  Form  No.  1040  will  be  furnished 
to  all  Foremen  of  track  work,  in  which  they  are  re- 
quired to  make  the  proper  distribution  of  the  labor  per- 
formed under  their  supervision.  All  entries  in  these 
books  are  to  be  made  with  ink,  and  are  to  be  made  at 
the  close  of  each  day's  work.  These  time  books  must 
contain  not  only  the  correct  report  of  the  time  actually 
worked  by  each  man  in  a  gang,  but  must  show  the  de- 
scription of  work  upon  which  the  foreman  and  each  la- 
borer was  engaged  each  day.  The  first  pages  of  the 
books  are  for  the  distribution  of  the  time  of  foremen, 
and  each  succeeding  page  for  the  distribution  of  the 
time  of  one  man.  The  full  name,  the  month  and  year 
are  to  be  entered  at  the  top  of  the  page.  The  column  of 
"Days  Work"  is  to  be  filled  as  per  instructions  in  Rule 
No.  23.  The  number  of  hours  devoted  to  any  particular 
class  of  work  is  to  be  entered  in  its  proper  column,  and 
their  sum  must  equal  the  amount  of  time  shown  in  col- 
umn headed  "Day's  Work."  If  any  class  of  work  is 
engaged  in  for  which  there  is  no  heading  in  the  time 
book,  that  class  of  work  and  the  number  of  hours  de- 
voted to  it  are  to  be  entered  in  the  column  headed  "Re- 


EASTERN   ROADS,  237 

marks/'  In  case  a  discharge  check  is  given,  the  fact  is 
to  be  noted  in  the  column  of  "Remarks,"  and  the  num- 
ber of  days'  work  and  amount  of  check  stated.  One 
page  of  each  book  is  to  be  used  as  a  general  diary  by 
each  foreman,  and  in  it  is  to  be  noted  the  character  of 
the  weather  during  each  day,  stating  "Clear,"  "Foggy," 
"Wet"  or  "Snowing;"  also  if  calm  or  windy,  giving  di- 
rection from  which  wind  blows.  This  latter  page  is  to 
have  the  foreman's  name  entered  at  the  top  of  the  page. 

Great  care  in  making  the  distribution  of  time  cor- 
rectly is  required.  The  books  for  the  preceding  month 
are  to  be  sent  to  the  Roadmaster  on  the  first  day  of  each 
month. 

In  the  Time  Books  will  be  found  blanks  designated 
"Tie  Reports  for  8  ft.  and  9  ft.  track  ties  and  for  switch 
ties."  All  Foremen  of  track  work  will  make  entries 
in  the  proper  column  of  such  reports,  of  the  number 
and  kind  of  ties  used  for  any  purpose,  on  the  day  they 
are  so  used,  and  will  fit  out  the  lower  portion  of  the 
blank  reports  when  they  send  in  their  Time  Books.  The 
number  of  ties  entered  in  the  lower  portion  of  the  blank 
as  the  balance  on  hand  at  the  end  of  the  month  shall 
be  the  number  found  by  the  Foreman  of  track  work  by 
actual  count,  and  must  in  no  case  be  entered  to  make 
an  apparent  balance  of  figures  in  the  other  columns. 

Rule  No.  26. — Form  No.  281.  Time  sheets  are  to 
be  made  out  and  sent  to  the  Roadmaster  by  all  Fore- 
men of  track  work  in  accordance  with  the  following 
directions: 

Foremen  in  making  out  time  returns  for  the  month 
must  show  each  man's  name  correctly  spelled  on  time 
sheet,  the  number  of  days  he  has  been  employed,  and 
his  rate  per  day.  If  any  laborer  has  been  paid  by  time 


238  MAINTENANCE   OF   WAY   STANDARDS. 

check  during  the  month,  his  name  must  be  placed  on 
the  time  sheet,  as  above,  and  opposite  his  name  must 
be  written  the  words,  "Paid  by  time  check." 

Time  checks  will  be  issued  only  to  employes  leaving 
the  service  of  the  Company  either  voluntarily  or  by  dis- 
charge or  suspension  for  cause.  They  will  not  be  is- 
sued to  an  employe  who  expects  to  return  to  the  Com- 
pany's service  within  the  month. 

A  time  check  will  be  issued  by  the  Roadmaster  upon 
a  statement  by  the  foreman  that  a  man  is  entitled  to  it 
under  the  above  conditions. 

The  time  sheets  must  be  at  the  Roadmaster's  office 
one  day  before  the  close  of  each  month,  and  the  fore- 
man, unless  he  knows  to  the  contrary,  is  to  assume  that 
the  men  employed  on  the  day  that  time  is  sent  in  will 
continue  to  be  employed  throughout  the  month.  If  the 
foreman  finds  that  any  of  the  men  reported  by  him  as 
above  are  not  employed  on  the  last  day  or  days  of  the 
month,  he  must  wire  the  Roadmaster,  stating  the  num- 
ber of  days  to  be  deducted  from  each  man  failing  to  be 
employed. 

In  case  minors  are  employed,  foremen  are  instructed 
to  ascertain  whether  they  are  entitled  to  receive  their 
pay  personally  or  whether  it  is  due  to  their  parents  or 
guardians.  In  the  latter  case  the  name  of  the  proper 
recipient  is  to  be  entered  opposite  the  minor's  name 
on  the  time  sheet  with  the  word  "Guardian"  annexed. 

Any  foreman  returning  for  himself  or  any  laborer 
time,  which  has  not  been  employed  for  the  Company, 
is  dishonest  and  will  be  dishonorably  discharged  from 
the  Company's  service. 

At  the  bottom  of  the  time  sheet  will  be  found  columns 
headed  by  the  names  of  several  classes  of  material.  On 


—239— 
PLATE  CIV. 


240        MAINTENANCE  OF  WAY  STANDARDS. 

the  first  line  below  these  headings,  and  in  the  left-hand 
column,  are  to  be  written  the  words  "On  hand."  In 
the  line  below,  the  words  "Used  during  month."  In 
the  next  line,  the  words  "Received  during  month."  The 
proper  entries  in  the  columns  of  material  are  also  to  be 
made.  All  entries  upon  time  sheets  are  to  be  made  with 
ink,  and  all  time  sheets  are  to  be  signed  by  the  foremen 
with  ink. 

Rule  No.  27. — Form  No.  315.  Work  train  reports 
are  to  be  used  by  the  conductor  of  work  or  construc- 
tion trains.  The  report  showing  all  the  details  specified 
on  the  blank  form  is  to  be  made  with  ink  and  sent  im- 
mediately after  the  close  of  each  day's  work  to  the  office 
of  the  Car  Accountant  at  Detroit. 

Rule  No.  28. — Form  No.  844.  Report  of  Stock 
Killed  or  Injured.  When  stock  of  any  description  has 
been  killed  or  injured  by  a  passing  train,  or  from  any 
cause  connected  with  the  operation  of  the  railroad, 
the  Foreman  of  the  section  on  which  the  accident  oc- 
curred will  immediately  obtain  all  the  information  pos- 
sible in  connection  therewith,  and  make  a  full  report 
of  the  same  with  ink  upon  the  blank  form  according  to 
the  instructions  printed  upon  the  blank  form.  This  re- 
port must  immediate!/  be  sent  to  the  Roadmaster. 

Rule  No.  29. — Form  No.  845.  Report  of  Damage 
Done  by  Fire.  This  blank  form  must  be  properly  filled 
out  with  ink  and  sent  to  Roadmaster  as  soon  after  the 
extinguishment  of  the  fire  as  possible.  A  report  upon 
this  form  is  to  be  made  of  fires  occurring  in  the  vicinity 
of  the  right-of-way,  whether  started  by  engines  or  by 
employes  of  this  Company,  or  by  causes  not  connected 
with  the  care  and  operation  of  the  road.  In  the  reports 
of  fires 'originating  from  causes  foreign  to  the  operation 


EASTERN   ROADS.  241 

or  care  of  the  road,  some  of  the  details  on  the  printed 
form  are  evidently  not  to  be  filled  put.  In  all  cases  the 
date,  hour  and  location  of  the  fire  and  the  cause,  if 
known,  are  to  be  reported,  as  well  as  a  description  of 
the  property  destroyed  or  damaged,  whether  the  prop- 
erty belongs  to  this  Company  or  to  owners  of  adjoin- 
ing lands;  and  in  cases  where  this  Company's  operation 
or  care  of  its  road  is  the  evident  or  probable  cause  of 
the  fire,  the  report  is  to  be  made  in  full. 

Foremen  of  track  work  are  required  to  report  to 
their  Roadmaster  the  number  or  name  of  any  engine 
which  they  know  to  have  set  fire  along  or  adjacent  to 
the  right-of-way,  whether  the  fire  results  in  damage  or 
not. 

Rule  No.  30. — Form  No.  849.  Report  of  Personal 
Injuries.  In  case  of  any  accident  resulting  in  injury  to 
employes  or  others,  Foremen  of  track  work  are  in- 
structed to  telegraph  the  facts,  briefly  and  at  once,  to 
the  Division  Superintendent  and  to  the  Roadmaster. 
As  soon  as  possible  after  the  occurrence  a  report  upon 
the  blank  form  is  to  be  made  with  ink  and  sent  to  the 
Roadmaster.  Even  if  the  injury  is  apparently  of  little 
importance,  all  information  necessary  to  a  complete 
knowledge  of  the  case  must  be  given.  One  blank  form 
is  to  be  used  for  the  case  of  each  individual  injured. 

Rule  No.  31. — Form  No.  887.  Report  of  Broken 
Rails.  This  report  must  be  filled  out  with  ink -by  Fore- 
men of  track  work  and  sent  to  the  Roadmaster  as  soon 
as  practicable  after  the  removal  of  the  broken  or  de- 
fective rail. 

Rule  No.  32. — Form  No.  695.  Identification  cards 
will  be  furnished  to  each  Foreman  of  extra  gangs,  who 


242  MAINTENANCE  OF   WAY  STANDARDS. 

will  fill  them  out  with  ink  and  give  one  to  each  man  in 
the  gang  with  instructions  to  deliver  the  card  to  the 
Paymaster,  when  pay  is  drawn. 

Rule  No.  33. — Foremen  of  track  work  are  instructed 
to  make  a  written  report  of  any  derailment  to  a  train 
occurring  within  the  territory  of  which  they  have 
charge.  Full  details  of  the  accident  are  to  be  given, 
and  in  giving  such  details  foremen  are  cautioned  to 
state  only  facts,  and  not  to  color  the  facts  by  their  wish 
to  escape  censure  in  regard  to  condition  of  track  or 
appliances  which  are  in  their  care.  This  report  is  to  be 
made  with  ink  and  sent -to  the  Roadmaster  as  soon 
after  the  accident  as  possible. 

Rule  No.  34. — All  Foremen  of  track  work  are  in- 
structed to  report  to  the  Roadmaster  any  failure  they 
may  observe  by  the  trainmen  of  this  Company  or  of  a 
company  whose  tracks  cross  the  tracks  of  this  Com- 
pany, to  stop  before  passing  a  grade  crossing,  where 
a  stop  is  required.  They  are  also  instructed  to  report 
to  the  Roadmaster  any  failure  by  the  trainmen  of  this 
Company  to  stop  before  passing  over  a  draw-bridge, 
where  a  stop  is  required,  and  any  failure  to  give  the 
proper  signals  when  approaching  a  highway  crossing 
at  'grade.  In  such  reports  the  time  of  the  failure  and 
the  number  of  the  engine  are  to  be  stated. 

Rule  No.  35. — All  Foremen  of  track  work  are  in- 
structed to  report  to  the  Roadmaster  any  failure  they 
may  observe  by  the  men  in  charge  of  street  cars  to 
stop  before  crossing  the  tracks  of  this  Company.  In 
such  reports  the  time  of  the  failure  and  the  number 
of  the  car  are  to  be  given. 

Rule  No.  36. — Foremen  of  track  work  are  instructed 


—243— 
PLATE  CV. 


244  MAINTENANCE  OF   WAY   STANDARDS. 

to  watoh  all  trains  which  pass  them.  If  anything  is 
seen  to  be  wrong  with  the  running  gear,  or  to  be  drag- 
ging along  the  track  the  Division  Superintendent  is  to 
be  notified  at  once  by  the  foreman  from  the  nearest 
telegraph  station. 

Rule  No.  37. — All  Foremen  of  track  work  are  in- 
structed to  get  their  men  out  of  the  way  of  a  moving 
train,  before  the  train  is  dangerously  near.  The  nerves 
of  the  engineers  are  worth  more  than  the  few  seconds' 
work  which  may  be  saved  by  exposing  the  men  to 
needless  danger. 

Rule  No.  38. — Foremen  of  track  work,  who  have  oc- 
casion to  send  their  men  on  this  Company's  trains  from 
one  station  to  another  on  business  connected  with  the 
work  they  have  in  charge,  may  send  them  on  passenger 
trains  by  display  of  their  time  passes  to  the  conductors 
of  such  trains.  If  it  is  not  convenient  to  send  time  pass 
with  the  men  who  are  to  be  carried  on  a  passenger 
train,  such  transportation  must  be  requested  by  wire 
or  otherwise  from  the  Roadmaster.  In  a  contingency, 
wihich  makes  the  use  of  a  freight  train  for  such  purpose 
desirable,  foremen  are  instructed  to  wire  the  Road- 
master,  who  will  provide  free  transportation  o>n  such 
trains  by  authority  of  the  Division  Superintendent. 
Foremen  are  forbidden  to  pass  their  men  on  this  Com- 
pany's trains  except  on  the  Company's  business. 

Rule  No.  39. — Foremen  of  extra  gangs  will  receive 
specific  instructions  from  the  Roadmaster  as  to  the 
details  of  work  they  are  to  supervise. 

They  are  to  make  daily  report,  by  letter,  to  the  Road- 
master,  as  to  the  progress  of  the  work  put  into  their 
hands,  and  their  attention  is  called  to  Rule  105  of  this 


EASTERN   ROADS.  245 

book  showing  kind  of  report  required  of  the  movement 
of  ties. 

INSTRUCTIONS  TO   FOREMEN  OF   REPAIRS,  CONCERNING    THE 
DETAILS  OF  TRACK  WORK. 

Rule  No.  40. — Foremen  of  Repairs  will  have  charge 
of  a  section  of  roadway,  generally  about  five  miles  in 
length,  marked  by  a  stake  at  each  end  of  the  section. 
For  the  safety  and  good  condition  of  this  part  of  the 
roadway  the  foreman  is  held  responsible.  The  number 
of  men  he  may  employ  will  be  designated  to  him  by  the 
Roadmaster  from  time  to  time,  and  the  foreman  may 
discharge  from  such  employ  any  man  he  finds  incom- 
petent or  insubordinate.  The  fact  and  occasion  of  such 
discharge  must  be  communicated  to  the  Roadmaster 
at  once.  While  the  following  rules  are  given  him  for 
guidance  and  direction  as  to  the  duties  he  is  to  fulfill,  it 
is  manifest  that  no  set  of  rules  can  be  prepared,  which 
shall  meet  every  contingency,  and  the  foreman  is  ex- 
pected to  follow  implicitly  all  general  orders  from  the 
head  of  the  Track  Department,  and  all  general  and 
specific  orders  from  his  Roadmaster.  He  is  to  post  all 
general  orders  in  his  faand-car  house. 

Rule  No.  41. — Foremen  of  Repairs  are  to  remain 
with  their  men  and  personally  superintend  all  work  of 
the  gang.  They  are  to  participate  in  the  labor,  when 
they  can  do  so  without  interference  with  its  supervision. 

Rule  No.  42. — Foremen  of  Repairs  oh  divisions  in 
the  United  States  are  to  go  on  regular  duty  with  their 
men  at  6:30  central  standard  time  in  the  morning,  and 
are  through  with  their  regular  duty  at  5:30  central 
standard  time  in  the  afternoon.  In  Canada  tihe  hours 
for  regular  duty  are  between  6:00  central  standard  time 
in  the  morning  and  5:00  central  standard  time  in  the 


246  MAINTENANCE   OF   WAY   STANDARDS. 

afternoon.  From  April  I  till  November  I  they  and 
their  men  are  to  carry  lunches,  and  may  use  an  hour  in 
the  middle  of  the  day  for  lundi  and  rest.  From  No- 
vember I  till  April  i  of  the  next  year  they  may  go  home 
to  mid-day  meal  and  be  away  from  the  neighborhood 
of  their  work  for  one  hour,  it  being  expressly  under- 
stood that  no  such  absence  from  the  work  is  allowable 
in  case  of  unsafe  track,  that  can  be  made  safe  by  a  few 
hours'  work;  and  it  also  being  understood  that  men  de- 
tailed for  flagging  are  on  duty  until  relieved. 

Rule  No.  43. — Foremen  of  Repairs  will  at  all  times 
keep  posted  in  the  telegraph  or  ticket  office  nearest 
their  headquarters  the  names  of  themselves  and  of  their 
men,  and  also  the  address  of  each,  so  that  the  force  can 
be  summoned  at  any  time. 

Rule  No.  44. — Foremen  of  Repairs  will  stop  at  such 
telegraph  offices  as  they  may  have  occasion  to  pass,  and 
inquire  for  dispatches. 

Rule  No.  45. — In  cases  of  severe  storms  or  violent 
winds  Foremen  of  Repairs  are  required  to  make  thor- 
ough examination  of  their  sections  and  see  that  all  is 
safe.  This  examination  must  be  made  during  the 
storm,  whether  it  occurs  at  night,  on  Sunday  or  on 
other  days,  and  the  amount  of  time  consumed  in  such 
examinations  and  consequent  extra  work  must  be  re- 
ported at  once  to  the  Roadmaster. 

Rule  No.  46. — Foremen  of  Repairs  must  pass  over 
their  sections  daily  and  see  if  the  track  and  all  per- 
taining to  it  is  in  safe  condition.  When  possible,  this 
daily  inspection  shall  be  made  on  the  hand-car,  and 
the  ordinary  track  repair  tools  and  danger  signals  must 
be  loaded  on  the  car.  When  it  is  not  practicable  to  run 
the  hand-car,  Foremen  of  Repairs,  and  their  men  must 


EASTERN    ROADS.  247 

walk  over  the  section  of  which  they  have  charge,  and 
take  with  them  one  spike  maul,  one  track  wrench,  some 
spikes  and  bolts,  two  red  flags  and  some  torpedoes,  so 
that  trains  can  be  stopped  for  defective  track  and  slight 
repairs  be  made  with  the  least  delay  possible.  This  in- 
spection should  be  made  the  first  thing  in  the  morning, 
unless  some  emergency  requires  immediate  attention. 
On  the  Sunday  trip  only  such  men  shall  be  called  out 
as  are  necessary  to  run  the  car  and  do  flagging,  if  it 
should  be  necessary. 

Rule  No.  47. — Foremen  of  Repairs  are  instructed  to 
watch  closely  all  points  where  obstructions  are  liable 
to  occur,  carefully  examine  the  slopes  of  cuts  and  re- 
move promptly  any  rocks,  stumps,  masses  of  earth  or 
trees  that  are  liable  to  fall  or  slide  so  as  to  endanger 
the  passage  of  trains.  Trees  outside  the  right-of-way 
which  are  liable  to  fall  upon  the  track  must  be  reported 
to  the  Roadmaster. 

Rule  No.  48. — Foremen  of  Repairs  are  instructed 
to  see  that  all  bridges,  culverts  or  other  openings  in 
the  roadway  for  the  passage  of  water  are  at  all  times 
kept  free  from  drift-wood  or  other  obstructions,  and 
that  all  pit  cattle-guards,  trestles,  open  culverts  or  other 
structures,  which  would  be  injured  by  fire,  are  kept  free 
from  accumulation  of  weeds,  leaves  or  other  combust- 
ible material. 

To  ensure  this  safety  from  fire  the  sod  must  be  re- 
moved and  the  w-eeds  kept  cut  within  a  distance  of 
ten  feet  from  such  structures.  During  the  winter,  when 
a  thaw  approaches,  the  ice  in  streams  is  to  be  cut  away 
from  the  walls  and  piles  of  culverts  and  pile  bridges. 

Water  barrels  are  to  be  put  and  maintained  at  all 
timber  bridges  and  trestles.  They  are  to  be  sunk  into 


— 248— 
PLATE  CVI. 


is 

o 

CO 


EASTERN   ROADS.  249 

the  embankment  and  supplied  with  reasonably  tight 
detachable  covers.  At  short  bridges  or  trestles  of  a 
single  span  a  water  barrel  at  one  end  will  be  sufficient. 
At  long  timber  bridges  of  a  single  span  and  at  all  tim- 
ber bridges  or  trestles  of  two  spans  or  more,  a  water 
barrel  at  each  end  of  the  bridge  is  required.  These 
barrels  are  to  be  filled  with  water  on  April  I  of  each 
year  and  kept  full  until  such  time  in  autumn  or  early 
winter  as  cold  weather  and  snow  set  in,  when  they  are 
to  be  baled  out  and  left  empty  till  the  following  April. 

Rule  No.  49. — Foremen  of  Repairs  are  instructed  to 
examine  all  structures  for  the  passage  of  water  after 
even^  rain  storm  or  extraordinary  flow  of  water,  and  if 
any  undermining  of  foundation  has  occurred  to  report 
same  at  once  to  the  Roadmaster.  They  are  also  in- 
structed to  report  at  once  to  the  Roadmasters  any  ero- 
sion of  the  banks  of  streams  or  ditches,  which  may  af- 
fect the  stability  of  the  roadway. 

Rule  No.  50. — Foremen  of  Repairs  are  instructed 
to  watoh  the  condition  of  the  right-of-way  and  station 
fences,  and  to  repair  immediately  any  insecurity  or 
breaches  of  them.  Where  the  inequalities  of  the  ground 
are  such  that  the  lower  wire  or  board  of  the  fence  is 
more  than  six  inches  above  a  hollow,  such  opening 
is  to  be  closed  by  driving  boards  or  pickets  into  the 
ground  and  fastening  the  tops  of  them  to  the  wires  or 
bottom  board  of  fence. 

Rule  No.  51. — Foremen  of  Repairs  are  instructed  to 
watch  the  gates  of  private  crossings,  and  if  a  gate  is 
found  open  to  close  it  and  notify  the  owner  of  the  ad- 
joining land  that  such  gate  must  remain  closed  except 
when  in  actual  use.  If  the  same  gate  is  frequently  left 
open  by  the  user  of  it,  a  report  of  such  practice  must 


250        MAINTENANCE  OF  WAY  STANDARDS. 

be  sent  to  the  Roadmaster,  and  the  dates  of  failures  of 
user  to  close  it  must  be  specified. 

If  station  ground  gates  are  found  open  they  must 
be  closed  and  reported  the  same  as  gates  at  private 
crossings. 

Rule  No.  52. — Foremen  of  Repairs  are  instructed 
to  remove  at  once  from  the  right-of-way  any  stock 
which  may  have  intruded  there,  and  to  report  to  the 
Roadmaster  any  attempt  made  by  unauthorized  per- 
sons to  enter  the  right-of-way  with  teams  or  stock. 

Rule  No.  53. — Foremen  of  Repairs  are  instructed  to 
see  that  all  street  and  railway  crossing  signs,  whistling 
posts,  mile  posts,  siding  signs,  bridge  guards,  etc.,  are 
maintained  in  their  proper  positions,  and  that  they  are 
always  in  good  repair. 

Rule  No.  54. — Foremen  of  Repairs  are  instructed  to 
notice  if  cars  upon  side  tracks  fully  clear  the  main 
track.  If  any  are  found  which  do  not  clear  the  main 
track  properly,  they  must  be  put  clear,  if  possible,  by 
the. section  gang.  If  the  section  gang  is  unable  to  move 
the  cars  within  a  short  time,  the  obstruction  must  be 
flagged  and  the  matter  must  be  reported  at  once  to 
the  Division  Superintendent. 

Rule  No.  55. — Foremen  of  Repairs  are  instructed  to 
notice  the  position  of  all  main  track  switches,  and  if  any 
are  found  set  for  side  track  without  an  attendant,  the 
foreman  is  to  set  same  for  main  track  and  notify  the 
Roadmaster,  giving  date  of  such  discovery.  Foremen 
of  Repairs  are  also  to  notice  the  position  of  all  cut-out 
switches  in  sidings.  If  any  are  found  closed  with  cars 
on  side-irack  and  not  in  use  by  trainmen,  they  are  to 
be  opened  and  the  matter  fully  reported  at  once  to  the 
Roadmaster. 


EASTERN    ROADS.  251 

Rule  No.  56. — Foremen  of  Repairs  are  instructed 
to  carry  any  small  package  or  article  of  freight  which 
may  be  found  on  the  right-of-way  to  the  nearest  station 
as  soon  as  practicable,  and  take  a  receipt  therefor  from 
the  agent.  Any  article  of  freight  discovered  which  is 
too  large  to  be  carried  conveniently  on  the  hand-car 
or  push-car  must  be  promptly  reported  to  the  nearest 
station  agent,  and  a  full  report  of  the  discovery  and 
care  taken  of  sudi  lost  article  sent  to  the  Roadmaster, 
together  with  the  station  agent's  receipt  for  same. 

All  car  doors,  links,  pins  and  other  car  scrap  and 
light  track  scrap  of  all  kinds  must  be  picked  up  and 
taken  to  car  -house,  when  returning  from  work  each 
night. 

Rule  No.  57. — Foremen  of  Repairs  are  not  allowed 
to  grant  permission  to  any  one  to  make  an  opening 
in  the  .highway,  right-of-way  or  station  fences  for  the 
purpose  of  delivering  material  for  shipment,  or  for 
company  use.  In  case  requests  for  such  permission  are 
made,  they  are  to  be  referred  to  the  Roadmaster,  who 
will  issue  instructions  in  the  matter. 

When  the  purpose  of  an  authorized  opening  in  the 
fence  has  been  served  the  fence  must  be  immediately  re- 
placed. If  legitimate  use  of  the  opening  is  to  be  made 
at  other  times  than  in  the  months  of  December,  Janu- 
ary and  February,  a  suitable  gate  must  be  erected  by 
the  Foreman  of  Repairs  and  maintained  during  the 
use  of  the  opening. 

Rule  No.  58. — Foremen  of  Repairs  are  instructed  to 
prevent,  and  refer  to  the  Roadmaster,  any  attempt  by 
persons  not  employes  of  the  Company,  to  string  wires 
of  any  description  in  highway  and  elsewhere  over  the 
tracks  or  along  the  right-of-way.  They  are  also  in- 


252  MAINTENANCE  OF   WAY   STANDARDS. 

structed  to  make  frequent  measurements  of  the  height 
of  existing  wires  above  the  main  or  side  tracks,  and 
to  report  to  the  Roadmaster  any  such  wires  which 
come  to  a  less  height  than  twenty-two  feet  above  the 
top  of  the  rail. 

Rule  No.  59. — Foremen  of  Repairs  are  instructed 
to  prevent  any  person  from  cultivating  any  ground 
belonging  to  the  Company,  unless  such  person  has 
written  permission  from  the  Roadmaster  to  do  so,  or 
holds  a  lease  of  such  land  from  the  Company. 

Rule  No.  60. — Foremen  of  Repairs  are  instructed  to 
prevent  any  person  from  using  the  track  or  roadway  in 
their  charge  for  developing  or  testing  any  appliance 
whatever,  unless  such  person  has  written  authority 
from  the  Roadmaster  to  make  such  test. 

Rule  No.  61. — Foremen  of  Repairs  are  instructed  to 
prevent  any  person  from  attaching  advertising  cards 
or  posters  to,  or  painting  signs  of  any  kind  upon  fences 
or  structures  belonging  to  this  Company,  unless  such 
person  has  written  authority  from  the  Roadmaster. 
Any  unauthorized  signs,  posters,  cards  or  similar  dis- 
figurements must  be  detached  or  obliterated  from  the 
fences  or  buildings  by  the  foremen  as  soon  as  discov- 
ered. 

Rule  No.  62. — Foremen  of  Repairs  are  instructed  to 
be  vigilant  to  prevent  or  report  any  kind  of  unauthor- 
ized occupation  of  the  premises  of  this  Company, 
whether  at  station  grounds  or  elsewhere. 

Rule  No.  63. — Foremen  of  Repairs  are  instructed 
to  report  to  the  Roadmaster  any  obstruction  which  is 
put  nearer  than  five  feet  to  the  rail  at  any  height  less 
than  twenty-two  feet  above  the  top  of  the  rail,  upon 
grounds  not  owned  by  the  Company. 


EASTERN   ROADS.  253 

Rule  No.  64. — Foremen  of  Repairs  are  instructed 
to  make  frequent  inspection  of  such  track  crossings, 
"Y"  tracks,  joint  tracks  and  roadways  as  are  used  by 
this  Company  in  common  with  another  company,  but 
in  the  immediate  charge  of  the  other  company,  and  re- 
port promptly  to  the  Roadmaster  of  this  Company  any 
delect  in  such  tracks  or  track  appliances.  The  Fore- 
men of  Repairs  of  this  Company  will  be  held  responsible 
in  the  same  degree  for  reports  of  unsafe  condition  of 
such  joint  tracks,  as  for  the  safe  condition  of  this  Com- 
pany's tracks.  The  responsibility  of  this  Company's 
Foremen  of  Repairs  in  the  matter  of  tracks  used  jointly 
will  extend  over  such  tracks  only  as  are  laid  within  the 
station  grounds  of  the  two  companies  at  the  crossing 
or  junction. 

Rule  No.  65. — Foremen  of  Repairs  are  instructed  to 
pay  particular  and  regular  attention  to  the  condition 
of  the  planking  and  approaches  of  highway  crossings 
at  grade.  These  are  always  to  be  preserved  in  a  safe 
and  commodious  condition  within  the  limits  of  the 
right-of-way  and  station  fences.  The  gravel  adjoining 
the  plank  outside  the  rails  must  be  kept  level  with  the 
top  of  the  crossing  plank. 

The  highway  crossing  sign  must  stand  at  least  thirty 
feet  from  the  nearest  rail  and  in  such  a  position  as  to 
be  prominently  visible  to  any  one  approaching  the 
crossing  from  either  direction. 

The  sidewalks  upon  and  along  the  Company's  lands 
are  also  to  be  frequently  inspected  by  Foremen  of  Re- 
pairs ;  dangerous  places  are  to  be  repaired  at  once  and 
any  defects  to  be  reported  promptly  to  the  Roadmaster. 

Rule  No.  66. — Foremen  of  Repairs  are  instructed 
to  remove  at  once  any  accumulation  of  papers,  straw 


254  MAINTENANCE   OF   WAY   STANDARDS. 

or  other  combustible  waste  material  from  the  proxim- 
ity of  the  Company's  buildings  or  cars,  and  to  burn 
such  rubbish  in  a  safe  place.  They  are  instructed  to 
remove  and  bury  accumulations  of  rubbish  which  will 
not  burn,  and  which  originated  from  the  operation  of 
the  road,  or  are  deposited  upon  the  Company's  prop- 
erty by  outsiders.  Foremen  of  Repairs  are  responsible 
for  the  neat  condition  of  the  station  grounds  and  right- 
of-way. 

Rule  No.  67. — Foremen  of  Repairs  are  instructed 
to  see  that  no  material  of  any  kind  is  piled  alongside 
'any  main,  side  or  spur  track  nearer  than  five  feet  to 
the  nearest  rail  of  such  track  and  that  piles  of  material 
of  any  kind  are  so  made  as  not  to  fall  toward  the  track. 

Rule  No.  68. — Foremen  of  Repairs  are  instructed  to 
watch  for  breaks  in  the  telegraph  line  and  make  tem- 
porary repairs  to  broken  wires  when  found.  All  breaks 
of  insecurities  of  the  line  or  of  the  posts  are  to  be  re- 
ported to  the  Road  master  at  once. 

When  a  line  is  rebuilt  or  repaired  by  the  Telegraph 
Department,  such  old  poles  as  are  not  reserved  by  that 
Department  and  are  suitable  for  fence  posts,  are  to  be 
cut  to  the  proper  lengths  and  piled  up  for  such  use. 
The  refuse  portions  of  piles  are  to  be  burned  by  the  sec- 
tion men. 

Rule  No.  69. — Foremen  of  Repairs  are  instructed  to 
erect  snow  plow  markers  on  October  15  of  each  year, 
and  take  them  down  on  April  15  of  each  year.  When 
not  in  use  they  are  to  be  laid  alongside  fence  opposite 
their  winter  location.  These  markers  are  required  at 
about  twenty-five  feet  beyond  each  end  of  every  per- 
manent obstruction  on  the  main  track  (except  cross 
fences  leading  to  cattle  guards  at  highways,  private 


EASTERN   ROADS.  255 

ways  and  station  limits),  which  is  at  a  greater  height 
than  three  inches  below  top  of  rail  and  within  a  dis- 
tance of  two  and  one-half  feet  from  either  rail. 

The  wooden  splices  used  at  insulated  joints  of  track 
are  evidently  obstructions  of  this  nature  and  require  the 
erection  of  snow  plow  markers.  The  snow  plow7  mark- 
ers are  constructed  by  nailing  two  fence  boards  eighteen 
inches  long  to  the  top  of  a  fence  post  with  the  edges 
teaching  and  horizontal.  They  are  to  be  set  not  less 
than  six  feet  from  the  nearest  rail  in  any  case.  They 
are  to  be  set  nine  feet  from  the  nearest  rail  when  in  such 
position  they  will  be  clearly  seen  by  an  approaching 
engineer.  They  are  to  be  set  on  the  engineer's  side  of 
the  track  and  in  such  positions  as  not  to  be  hidden  from 
him  by  intervening  object  nor  to  hide  the  view  of  sig- 
nals. 

Rule  No.  70. — Foremen  of  Repairs  are  instructed  to 
cut  all  the  grass,  weeds  and  other  undergrowth  upon 
their  sections,  beginning  such  work  July  I  of  each 
year,  unless  otherwise  instructed  by  the  Roadmaster, 
and  iraking  such  work  the  principal  occupation  until 
it  has  been  completed.  The  rubbish,  when  dry,  is  to  be 
burned  under  the  supervision  of  the  foremen,  who  are 
cautioned  to  do  suoh  burning  with  the  greatest  care 
to  prevent  damage  to  property. 

Rule  No.  71. — Foremen  of  Repairs  are  instructed 
to  remove  the  bark  from  all  fence  posts  furnished  to 
them  for  repairs  on  their  sections,  before  such  posts 
are  set,  and  to  remove  the  bark  from  posts  in  fences  al- 
ready built. 

This  bark  is  to  be  burned  the  same  day  as  it  is  re- 
moved. 

Rule  No.  72. — Foremen  of  Repairs  are  instructed 


256        MAINTENANCE  OF  WAY  STANDARDS. 

to  cut  all  stumps  on  their  sections  to  the  ground  level," 
as  time  for  such  work  is  found  in  the  winter,  and  to 
gather  up  and  burn  all  old  logs,  chunks  of  wood  and 
other  refuse  which  may  have  been  left  in  the  construc- 
tion of  the  road. 

Rule  No.  73. — Foremen  of  Repairs  are  instructed  to 
bury  any  dead  animals  which  may  be  found  upon  the 
right-of-way,  at  least  one-half  mile  outside  the  limits  of 
any  city  or  village. 

Rule  No.  74. — Foremen  of  Repairs  are  instructed  to 
notify  their  Roadmaster  of  necessity  of  occupation  by 
them  of  the  main  track  for  renewals  of  culverts  or  for 
the  execution  of  other  work  which  will  prevent  the  pas- 
sage of  trains,  and  which  can  be  done  as  well  in  a  few 
days  as  at  once,  and  they  will  proceed  with  such  work 
only  after  notice  from  the  Roadmaster  when  to  do  it. 

Rule  No.  75. — Foremen  of  Repairs  will  attend  to  the 
care  and  lighting  of  such  switch  and  signal  lights  only 
as  are  designated  to  be  in  their  charge  by  their  Road- 
master.  They  are  required  to  keep  such  lamps  clean, 
to  fill  them  every  morning,  and  to  keep  them  lighted  at 
all  times  except  when  attending  to  them. 

The  care  of  lamps  is  to  be  subject  to  the  following  in- 
structions quoted  from  those  issued  by  the  Signal  En- 
gineer: 

"i.  Lamps  must  not  be  filled  higher  than  one-half 
inch  below  the  top  of  the  font. 

"2.  The  wick  must  reach  the  bottom  of  the  font  and 
fit  properly  in  the  burner.  A  wick  that  will  not  move 
freely  when  acted  upon  by  the  ratchet  wheel  is  apt  to 
clog  inside  of  the  burner,  thereby  preventing  the  free 
flow  of  oil  to  the  flame.  When  the  oil  does  not  flow  fast 
enough  to  feed  the  flame,  the  burner  overheats,  the 


EASTERN   ROADS.  257 

wick  encrusts,  smoke  is  produced  and  an  explosion 
sometimes  occurs. 

"3.  When  the  ratchet  wheel  will  not  work,  the  wick 
must  be  drawn  up  through  the  burner  with  the  fingers, 
and  moved  back  to  place  by  turning  the  ratchet  wheel, 
if  the  wick  is  too  thick,  reduce  it  by  removing  a  few 
threads. 

"4.  The  wick  must  be  kept  below  the  top  of  the 
burner  when  the  lamp  is  not  lighted,  to  prevent  oil 
flowing  from  the  wick  over  the  outside  of  the  font. 

"5.  Once  a  week  all  oil  must  be  removed  from  the 
font  before  filling  with  new  oil. 

"6.  Oil  fonts  and  cans  must  be  thoroughly  rinsed 
with  clean  hot  water  at  least  once  a  month.  Soap  or 
soda  must  not  be  used  in  the  water,  as  either  will  leave 
a  residue  in  the  can  that  is  injurious  to  the  oil. 

"7.  Lamps  must  be  cleaned  and  filled  daily.  Spe- 
cial attention  must  be  given  to  the  lenses  and  to  the 
top  of  the  lamp  where  soot  is  most  likely  to  collect. 
All  vents  must  be  kept  open  so  that  the  lamp  will  re- 
ceive the  proper  amount  of  draft.  The  gas  escape  vent 
in  the  burner  must  never  be  allowed  to  clog. 

"8.  If  the  ventilating  holes  in  the  burner  become 
clogged  with  dirt  they  can  be  opened  by  putting  the 
burner  in  boiling  hot  water. 

"9.  The- lamp  must  be  lighted  a  short  time  before 
turning  the  flame  to  its  full  height,  and  an  examination 
must  be  made  to  see  if  the  lamp  smokes  after  the  font 
is  put  in  place. 

"10.  The  sulphur  must  be  burned  off  the  match 
before  lighting  the  lamp,  to  avoid  crusting  the  wick 
with  sulphur. 


258  MAINTENANCE   OF   WAY   STANDARDS. 

"II.  No  alterations  must  be  made  in  lamps.  If  they 
do  not  give  satisfaction  the  trouble  must  be  reported. 

"12.  A  report  must  accompany  a  requisition  for  a 
new  lamp,  stating  the  trouble  with  the  lamp  that  is  to 
be  replaced. 

"13.  In  taking  down  or  replacing  lamps  at  semo- 
phores,  the  glasses  in  the  semaphore  arm  castings  must 
be  inspected  to  see  if  they  are  clean  and  in  good  condi- 
tion. A  broken  glass  must  be  reported  by  telegraph 
to  the  Division  Superintendent." 

Particular  attention  to  the  tamping  of  the  head  block 
must  be  given,  as  an  undue  amount  of  vibration  of  the 
switch  may  put  out  the  light.  The  springs  in  thexsock- 
ets  of  the  switch  lamp  into  which  the  fork  of  the  mast 
fits,  may  become  set  and  fail  to  relieve  the  jar  of  the 
stand.  In  such  event  the  lamp  must  be  replaced.  A  re- 
port must  be  sent  to  the  Roadmaster  of  every  occasion 
where  the  lamp  is  found  not  to  be  burning,  and  the 
cause  specified  if  known. 

Rule  No.  76. — Foremen  of  Repairs  are  instructed 
to  build  such  hand-car  run-offs  as  are  necessary  on 
their  sections,  with  a  fall  from  the  track  of  four  inches 
in  twelve  feet. 

These  run-offs  must  be  excavated,  if  necessary,  or 
made  of  earth  embankment,  and  must  be  at  least  thir- 
teen feet  long  and  ten  feet  wide.  .One  such  run-off 
must  be  built  in  the  vicinity  of  every  highway  crossed 
by  single  track,  and  one  such  run-off  must  be  built  for 
each  track  of  double  track  close  to  every  highway  cross- 
ing. 

Rule  No.  77. — Foremen  of- Repairs  are  not  allowed 
to  use  stoves  in  their  hand-car  'houses.  In  inclement 
weather,  when  shelter  is  imperatively  necessary,  they 


EASTERN   ROADS.  259 

may  use  the  station  building  for  such  shelter.  While 
in  the  station  building  for  shelter,  or  for  other  reasons, 
they  and  their  men  are  expected  to  be  orderly  and  are 
forbidden  to  smoke. 

Rule  No.  78. — Foremen  of  Repairs  will  see  that  no 
stone,  gravel  or  earth  is  left  nearer  either  rail  than 
three  feet  at  height  greater  than  three  inches  below  the 
rail,  during  the  time  snow  plow  markers  are  standing, 
as  per  Rule  69,  unless  such  material  has  been  deposited 
in  such  proximity  to  track  by  direction  of  the  Road- 
master,  who  may  be  presumed  by  the  Foremen  to  be 
taking  care  of  its  disposal. 

Rule  No.  79. — Foremen  of  Repairs  will  not  attend 
to  loading  or  unloading  any  material  for  use  of  any 
other  department  than  the  Track  Department,  unless 
under  express  order  of  the  Roadmaster  or  in  observ- 
ance of  Time  Card  Rule  No.  39.  When  loading  or  un- 
loading is  done  by  such  order,  Foremen  of  Repairs  are 
instructed  to  report  to  the  Roadmaster  the  number  and 
initials  of  the  car  loaded  or  unloaded,  the  kind  of 
freight,  number  and  condition  of  pieces,  the  point  of 
shipment  and  the  destination.  In  case  such  freight  is 
handled  from  a  disabled  car,  this  information  is  to  be 
sent  to  the  Roadmaster  by  wire. 

Rule  No.  80. — Foremen  of  Repairs  are  instructed 
to  attend  to  the  drainage  of  the  roadbed  as  the  first  es- 
sential factor  in  the  maintenance  of  good  track.  All 
ditches  in  cuts  are  to  be  kept  clear  of  accumulations 
which  obstruct  the  flow 'of  water.  Where  conditions  of 
traffic  do  not  interfere,  these  accumulations  are  to  be 
taken  out  of  the  cuts  by  the  use  of  push-cars,  unless 
sudh  material  can  be  cast  beyond  the  top  of  the  slopes. 
Ditches  leading  to  and  from  culverts  are  to  be  kept 


260  MAINTENANCE   OF   WAY   STANDARDS. 

clear  within  the  limits  of  the  Company's  property. 
Ditches  are  to  be  cut  through  snow  banks  where  a 
sudden  thaw  would  be  likely  to  flood  the  track  in  the 
absence  of  sudi  ditches. 

Rule  No.  81. — Foremen  of  Repairs  are  instructed 
to  keep  the  track  in  the  best  possible  surface.  In  sur- 
facing track  care  must  be  taken  not  to  raise  the  track 
in  general  off  its  bed.  The  lower  places  are  to  be  raised 
to  conform  to  the  higher  places,  which  latter  are  not 
to  be  disturbed  as  to  surface.  To  secure  a  proper  bear- 
ing- of  the  rail  on  the  tie,  it  is  necessary  that  such  bear- 
ing be  examined  on  each  tie,  and  if  the  rail  has  cut  into 
any  but  the  joint  ties  more  than  onejhalf  inch,  the  tie  is 
to  be  adzed  down  outside  and  inside  of  the  rail  to  the 
level  of  the  bearing,  and  the  spike  driven  home.  The 
joint  ties  under  angle  splice  are  to  be  examined  with 
particular  care,  and  the  splice  is  never  to  come  into  con- 
tact with  the  tie.  The  use  of  the  track  level  is  insisted 
on  to  bring  opposite  rails  to  the  same  or  to  the  re- 
quired height,  and  the  track  level  is  to  be  tested  every 
morning  before  use. 

The  test  of  the  level  is  to  be  made  by  placing  the 
board  on  the  rails  square  to  the  line  of  the  track  and 
bringing  the  center  of  the  bubble  to  the  center  marked 
on  the  glass,  by  a  shim  if  necessary.  When,  in  this 
first  position  of  the  board,  the  bubble  has  been  found 
to  be  or  'has  been  brought  to  be  in  the  center  of  the 
glass  the  board  is  to  be  turned  end  for  end  and  put  on 
the  same  supports  as  before. '  If  in  this  last  position 
of  the  board,  the  center  of  the  bubble  stands  at  the 
center  marked  on  the  glass,  the  level  is  correct,  but  if 
the  bubble  fails  to  do  so,  the  level  is  out  of  order  and 
must  be  sent  to  the  Roadmaster  for  repairs. 


EASTERN    ROADS.  261 

Upon  all  straight  track,  excepting  near  curves,  the 
opposite  rails  are  to  be  maintained  at  the  same  level. 
Upon  curves  and  the  approaches  thereto  the  outer  rail 
is  to  be  higher  than  the  inner  rail  by  an  amount  speci- 
fied by  the  Roadmaster  at  each  curve. 

The  shimming  of  track  to  preserve  its  good  surface 
will  be  allowed  only  in  winter  weather,  unless  other- 
wise ordered  by  the  Roadmaster.  Foremen  are  di- 
rected to  use  shims  up  to  one  inch  in  thickness,  if  nec- 
essary, rather  than  to  adze  down  ties  which  have 
heaved.  Foremen  are  directed  to  give  as  prompt  notice 
as  possible  to  the  Roadmaster  of  the  use,  or  of  the  neces- 
sity to  use,  sfhims  of  greater  thickness  than  one  inch, 
and  in  such  notice  to  mention  the  location  and  approx- 
imate number  of  such  shims.  Foremen  are  directed  to 
be  very  particular  to  secure  a  uniform  bearing  on  all 
slhims  used,  both  under  rail  and  on  tie.  White  oak 
shims  eight  inches  long  and  four  inches  wide  are  to  be 
used,  and  they  are  to  be  driven  under  the  rail  from 
the  outside.  Shims  three-quarters  inch  thick,  and  over, 
on  straight  track,  and  one-half  inch  thick  and  over,  on 
either  rail  of  a  curve,  must  be  accompanied  by  a  wood- 
en rail  brace  extending  at  least  one  foot  from  the  neck 
of  the  rail  and  securely  held  by  spike. 

Foremen  are  directed  to  remove  all  shims  from  the 
track  as  early  in  the  spring  as  possible,  and  store  the 
uninjured  shims  in  their  car  house.  Particular  atten- 
tion should  be  given  to  the  drainage  of  such  portions 
of  the  track  as  heaved  badly  during  the  previous  win- 
ter. At  points  where  the  heaving  has  required  the  use 
of  shims  exceeding  one  inch  in  thickness  for  two  con- 
secutive winters,  foremen  are  directed  to  drive  stakes  to 


262  MAINTENANCE  OF   WAY   STANDARDS. 

mark  the  location,  and  consult  with  the  Roadmaster  as 
to  proper  means  to  reduce  such  tendency  to  heave. 

The  tamping  of  ties  is  to  extend  throughout  the 
length  of  the  tie.  If  the  character  of  the  ballast  admits 
of  using  tamping  bars,  the  men  using  them  are  to  stand 
opposite  each  other  and  strike  the  ballast  at  the  same 
time.  If  the  nature  of  the  ballast  requires  the  use  of 
puddles,  one  space  only  at  adjacent  ties  is  to  be  dug  out 
at  a  time.  Both  ties  are  to  be  tamped  on  the  sides  ex- 
posed by  such  removal  of  ballast,  and  the  space  is  to  be 
filled  back  before  the  other  sides  of  the  ties  are  tamped. 
Shovel  tamping  is  permitted  only  in  case  of  a  general 
lift  of  three  inches  or  over  with  any  kind  of  material. 

Rule  No.  82. — Foremen  of  Repairs  are  instructed  to 
allow  no  ballast  above  the  top  of  the  tie;  to  keep  the 
ballast  level  with  the  top  of  tie  throughout  the  length 
of  the  tie,  and  to  conform  the  shoulder  of  the  roadway 
to  the  standard  bank  gage.  The  exceptions  to  this 
shape  of  the  roadway  on  account  of  inferior  ballast 
will  be  made  only  under  specific  orders  from  the  Road- 
master. 

Rule  No.  83. — Foremen  of  Repairs  are  instructed  to 
keep  their  track  in  the  best  possible  line.  Track  can- 
not be  maintained  in  good  line  unless  the  surface  is 
reasonably  good,  and  the  finer  points  of  lining  must 
follow  surfacing.  Any  stakes  which  may  be  given  to 
establish  the  line  of  track  must  be  carefully  preserved 
in  the  necessary  work,  and  the  accidental  .disturbance 
of  such  a  stake  or  monument  must  be  immediately  re- 
ported to  Roadmaster.  When  ballasted  track  is  to  be 
moved  to  conform  to  the  line  as  given  by  stakes,  the 
ballast  in  the  vicinity  of  each  stake  is  to  be  removed  to 
the  level  of  the  bottom  of  the  tie  so  that  the  stake  shall 


EASTERN    ROADS.  263 

not  be  disturbed  by  ballast  moving  with  the  ties.  When- 
ever the  line  of  track  is  in  any  way -impaired  by  acci- 
dent, or  by  work  done  on  the  track,  it  must  be  relined 
at  once.  Track  which  has  been  surfaced  during  the 
day  must  be  left  at  night  in  perfect  line. 

Rule  No.  84. — Foremen  of  Repairs  are  instructed 
to  keep  the  track  always  in  correct  gage.  (Hie,  only 
variation  from  a  gage  of  4  feet  8J  inches  whicli  Is  al- 
lowed, except  at  switches,  will  be  designated  by  a  speci- 
fic order  from  the  Roadmaster.  The  gage  must  be 
placed  at  right  angles  to  the  track.  The  shorter  prongs 
of  the  gage  must  be  placed  at  the  joints,  in  track  laid 
broken-jointed,  and  care  must  be  taken  that  the  splice 
docs  not  keep  the  longer  prong  from  touching  the  side 
of  the  head  of  the  rail  in  track  laid  even-jointed.  In  re- 
gaging  track,  the  spikes  of  not  more  than  four  ties  are 
to  remain  withdrawn  at  one  time.  In  case  track  is 
found  out  of  gage  it  may  be  due  to  the  fact  that  the  rail 
has  worn  the  tie  so  that  the  bearing  of  the  rail  is  not 
parallel  to  the  face  of  the  tie.  This  is  particularly  liable 
to  be  the  case  on  curves,  and  it  is  frequently  the  inner 
rail  of  the  curve  which  has  worn  a  tie  unequally  under 
the  two  edges  of  the  rail.  When  ties  are  cut  by  the  rail 
in  such  a  way  as  to  materially  change  the  gage  of  the 
track  under  the  passage  of  a  train,  new  bearings  which 
will  hold  the  rail  at  right  angles  to  the  tie  are  to  be  adzed. 
The  flange  wear  on  the  outer  rail  of  a  curve  will  also 
widen  the  gage.  The  track  is  not  to  be  altered  to  re- 
store gage  changed  by  this  cause  alone.  When  such 
flange  wear  has  reached  the  top  edge  of  the  splice,  a  re- 
port of  such  condition  of  the  rail  is  to  be  made  to  the 
Roadmaster.  The  use  of  rail  braces  to  preserve  the 
gage  or  line  of  track  which  is  in  immediate  contact 


264        MAINTENANCE  OF  WAY  STANDARDS. 

with  the  ties  is  permitted  only  at  switches,  guard  rails 
and  such  curves  as  are  specified  by  the  Roadmaster. 
It  is  to  be  borne  in  mind  that  the  line  of  track  is  the  line 
of  both  rails;  that  however  true  the  line  of  one  rail  may 
be,  the  line  of  the  other  rail  is  just  as  important  and  de- 
pends upon  the  accuracy  of  the  gage. 

Rule  No.  85. — Foremen  of  Repairs  are  instructed 
to  give  the  matter  of  tie  renewals  particular  attention. 
In  determining  the  necessity  of  replacing  a  tie  under 
main  or  passing  tracks,  its  condition  as  to  decay  and 
wear,  its  position  in  the  track  and  the  condition  of  the 
neighboring  tie  are  all  to  be  considered.  A  tie  in 
straight  track  not  under  or  next  to  a  joint,  not  cut  by 
the  rail  more  than  one  inch  and  wit>h  adjacent  ties  in 
fair  condition,  is  not  to  be  replaced  unless  broken  by 
the  test  specified  below  or  sufficiently  decayed  along- 
side the  rail  to  allow  a  pick  or  a  sharp-pointed  bar  to 
enter  the  heart  wood  three  inches  with  one  blow.  The 
tie  under  a  joint,  or  either  of  the  two  ties  immediately 
adjoining  it,  is  to  be  replaced  when  showing  enough  de- 
cay alongside  t)he  rail  to  allow  a  pick  or  a  sharp  pointed 
bar  to  enter  the  heart  wood  two  inches  with  one  blow, 
or  when  it  is  broken  under  test  specified  below.  Sap 
rot  alone  is  not  to  condemn  the  tie  for  sendee.  A  re- 
quirement similar  to  that  given  above  for  joint  ties  is 
made  for  renewal  of  ties  under  curved  track.  If  two 
ties  with  only  one  year's  safe  service  according  to  the 
foregoing  standard  are  adjacent,  one  of  them  must  be 
renewed,  and  a  group  of  ties  with  only  one  years  safe 
service  must  be  so  renewed  as  to  leave  each  doubtful 
tie  with  a  fairly  good  neighbor.  The  requirement  made 
upon  the  foremen  is  first  that  condition  of  the  tie  gives 
safe  track,  and  it  is  equally  required  that  the  utmost 


EASTERN    ROADS.  265 

safe  service  is  afforded  by  the  ties.  In  testing  ties  for 
decay,  the  bar  or  pick  is  to  be  driven  into  the  tie  toward 
the  ci-nter,  and  is  to  be  withdrawn  without  prying.  In 
testing  ties  for  transverse  strength,  a  bar  is  to  be  used 
as  a  pry,  the  point  to  be  applied  under  the  extreme  end 
of  the  tie  to  be  tested  and  the  nearest  tie  to  be  used  as  a 
fulcrum.  If  the  tie  will  not  break  by  one  man's  weight 
on  the  end  of  the  bar,  it  may  be  considered  safe  as  to 
strength.  The  tie  renewals  to  be  made  in  standing 
tracks  pi  yards,  and  such  tracks  as  are  used  for  traffic 
of  small  importance,  are  determined  by  a  lower  stand- 
ard, and  no  tie  in  such  tracks  is  to  come  out  until  its 
safe  service  is  past. 

On  September  i  of  each  year  the  Foremen  of  Re- 
pairs are  instructed  to  send  to  the  Roadmaster  esti- 
mates of  the  number  and  kind  of  ties  required  for  tie 
renewals  for  the  next  year,  stating  in  such  estimate 
the  number  of  ties  distributed  on  their  sections  which 
may  be  applied  in  such  renewal.  When  the  ties  are  re- 
ceived Foremen  of  Repairs  are  instructed  to  pile  them 
neatly  alongside  the  track,  and  as  time  can  be  spared 
are  to  see  that  the  bark  is  removed  and  burned.  No  tie 
with  bark  on  is  to  be  put  in  tracks. 

Ten  ties  are  to  be  put  in  each  pile.  The  pile  is  to  be 
three-cornered  or  triangular,  with  one  corner  toward  the 
track  and  one  side  parallel  with  the  track.  The  first, 
fourth,  seventh  and  tenth  ties  are  to  be  put  in  the  paral- 
lel side,  and  the  other  sides  are  to  be  of  three  ties  each. 
The  piles  must  be  so  constructed  that  the  ties  are  not  in 
contact  with  each  other  at  points  where  the  rail  bearing 
will  be. 

This  arrangement  of  piling  is  to  be  preserved  as  far 
as  practicable  and  scattered  ties  brought  into  piles  of 


266  MAINTENANCE   OF    WAY   STANDARDS. 

this  description.  In  distributing  ties  from  the  piles  for 
renewals,  only  such  number  of  ties  is  to  be  put  along- 
side track  as  can  be  put  in  during  one  day.  The  ties  of 
smaller  width  are  to  be  placed  alongside  ties  of  greater 
width.  Ties  are  to  be  put  in  square  to  the  line  of  the 
track,  and  each  tie  is  to  be  full  spiked  as  soon  as  it  is 
put  under  the  rails  and  before  it  is  tamped.  The  gage 
is  to  be  applied  to  the  track  over  each  tie  which  is  re- 
newed and  the  track  brought  to  exact  gage  at  the  time 
of  first  spiking. 

A  tie  with  a  waney  edge  is  to  be  put  in  track  with  its 
wider  face  in  contact  with  the  rail.  A  Q-foot  tie  is  to  be 
so  placed  under  rails  that  one  end  of  it  is  2.2.  inches  out- 
side of  and  north  or  east  of  the  edge  of  the  flange  of 
north  or  east  rail.  An  8-foot  tie  is  to  be  so  placed  under 
rails  that  one  end  of  it  is  16  inches  outside  of  and  north 
or  east  of  the  edge  of  the  flange  of  north  or  east  rail. 
Care  must  be  taken  in  the  renewal  of  ties  to  replace  in 
a  safe  and  substantial  way  such  planking  as  had  to  be 
removed.  Ties  taken  out  of  track  which  may  be  suit- 
able for  docking  are  to  be  piled  together.  The  remains 
of  useless  ties  are  to  be  placed  at  a  safe  distance  from 
track  and  burned,  when  order  for  suc'h  burning  has 
been  given  by  Roadmaster.  All  spikes  and  stubs  of 
spikes  are  to  be  taken  from  the  ashes  and  either  put  in 
scrap  pile  or  used  again. 

A  statement  of  the  number  of  sound  ties  taken  out 
on  account  of  being  cut  by  the  rails  is  to  be  sent  to  the 
Roadmaster  each  month. 

A  weekly  report  of  the  number  and  kind  of  ties  used 
for  any  purpose  whatever,  destroyed  or  taken,  is  to 
be  sent  to  tihe  Roadmaster. 

A  Foreman  of  Repairs  taking  charge  of  a  new  section 


EASTERN    ROADS.  267 

must  determine  how  many  ties  are  distributed,  on  that 
section  by  an  actual  count,  and  must  report  the  num- 
ber and  kinds  to  the  Roadmaster. 

Rule  No.  86. — Foremen  of  Repairs  are  instructed 
to  space  ties  as  follows:  In  all  track  a  wide  tie  is  to  be 
under  the  joint  between  rails,  extending  an  equal  dis- 
tance under  each  rail.  In  case  of  track  laid  with  six  bolt 
splice,  the  ties  adjacent  to  the  joint  tie  are  to  be  so 
spaced  as  to  have  their  centers  equally  distant  from 
the  spike  slots  in  the  angle  plates.  In  such  main  track 
laid  with  8o-lb.  rail  and  broken  joints,  between  these 
ties  adjacent  to  joints  there  are  to  be  five  ties  spaced 
equal  distance  from  center  to  center.  In  such  main 
track  laid  with  8o-lb.  rail  and  even  joints,  between  the 
ties  adjacent  to  joints  there  are  to  be  thirteen  ties,  spaced 
equal  distance  from  center  to  center.  In  such  main 
track  laid  with  65-lb.  rail  and  broken  joints,  between 
the  ties  adjacent  to  joints  there  are  to  be  six  ties  spaced 
equal  distance  from  center  to  center.  In  such  main 
track  laid  with  65~lb.  rail  and  even  joints,  between  the 
ties  adjacent  to  joints  there  are  to  be  fifteen  ties  spaced 
equal  distance  from  center  to  center. 

All  main  track  with  four  bolt  splice  is  to  be  laid  even 
jointed  and  seventeen  ties  spaced  equal  distance  from 
center  to  center  are  to  be  put  between  joints. 

The  above  spacing  applies  to  track  laid  with  3O-ft. 
rail. 

In  all  passing  and  switching  tracks,  the  ties  are  to 
be  spaced  24  inches  from  center  to  center.  In  standing 
tracks  of  yards  and  tracks  on  which  the  traffic  is  un- 
important, the  ties  are  to  be  spaced  30  inches  from 
center  to  center. 


268  MAINTENANCE   OF   WAY   STANDARDS. 

Switch  ties  are  to  be  spaced  20  inches  from  center 
to  center,  as  showrn  upon  diagrams  of  switch  layouts. 

Rule  No.  87. — Foremen  of  Repairs  are  instructed 
to  keep  all  ties  fully  spiked.  The  spike  must  be  driven 
square  to  the  top  surface  of  the  tie,  and  this  square 
driving  will  be  accomplished  only  by  strict  watchful- 
ness on  the  part  of  the  foreman.  The  last  blow  which 
brings  the  head  of  the  spike  to  the  rail  must  be  given 
lightly  so  as  not  to  injure  head.  If  a  spike  is  not  brought 
up  to  flange  of  rail,  or  is  twisted  round  so  as  to  touch 
the  flange  only  with  an  edge  it  is  to  be  drawn  and  re- 
driven.  When  a  spike  has  to  be  drawn  and  re-driven, 
the  hole  made  by  the  first  entry  of  the  spike  must  be 
plugged,  if  the  tie  is  in  a  state  of  reasonably  good  pres- 
ervation. Plugs  for  this  purpose  will  be  furnished  by 
the  Roadmaster  on  demand.  The  spikes  on  the  inner 
side  of  each  rail  must  be  opposite,  and  the  spikes  on  the 
outer  side  of  each  rail  must  be  opposite  and  staggered 
at  least  three  indies  from  the  position  of  the  inner 
spikes,  provided  such  amount  of  stagger  will  leave  both 
spikes  two  inches  or  more  from  the  edge  of  sound  tim- 
ber in  the  tie.  One  obvious  exception  to  this  require- 
ment of  stagger  in  spiking  is  at  joints  where  angle 
plates  are  used. 

Spikes  are  to  be  driven  through  all  slots  of  angle 
plates  except  on  bridges.  On  bridges  the  spikes  at 
joints  are  to  touch  the  edges  of  the  angle  plates,  as  far 
from  the  slots  as  the  ties  will  allow,  leaving  freedom  of 
movement  for  the  rail  lengthwise. 

All  bent  spikes,  suitable  for  re-driving,  must  be 
straightened.  It  will  be  found  that  the  heads  of  spikes 
will  break  off,  especially  during  the  winter  months. 
The  stubs  are  not  equivalent  to  spikes  and  are  to  be 


EASTERN    ROADS.  2f>9 

driven  flush  with  tie  and  replaced  with  new  spikes.  The 
spikes  are  to  be  driven  so  that  the  heads  are  in  contact 
with  the  flanges  of  the  rail. 

Rule  Xo.  88. — Foremen  of  Repairs  are  instructed 
to  keep  the  joints  of  all  main,  passing  and  switching 
tracks  full  bolted,  and  to  keep  the  joints  of  all  other 
tracks  which  are  laid  with  steel  rail  full  bolted,  also,  even 
if  drilling  is  needed  for  such  full  bolting. 

In  tracks  laid  with  iron  rail  one  bolt  through  each 
end  of  the  rail  will  be  considered  sufficient  if  drilling 
of  the  rail  would  be  required  to  secure  full  bolting. 
The  nuts  of  all  bolts  are  to  be  kept  tight.  If  this  re- 
quirement cannot  be  followed  without  frequent  use 
of  the  track  wrench,  it  is  generally  because  of  wear  in 
the  bolt  or  splice,  and  new  material  is  to  be  ordered 
of  the  Roadmaster.  A  cracked  splice  is  about  equiva- 
lent to  a  broken  splice  for  supporting  the  joint,  and 
must  be  replaced  when  discovered. 

If  tihe  angle  plates  at  a  joint  are  bent  either  sidewise 
or  vertically  the  result  will  be  bad  line  and  bad  surface 
till  such  bent  plates  are  replaced.  Track  should  be 
frequently  examined  for  this  defect  and  the  bent  splice 
replaced  on  discovery  and  sent  to  the  Roadmaster  to 
be  straightened. 

Particular  attention  is  called  to  joints  in  planked 
crossings,  at  stations  and  other  points  where  plank  is 
laid  alongside  the  rails.  These  joints  are  as  important 
as  any,  and  although  the  expense  of  looking  after  them 
is  greater,  tine  requirements  as  to  their  condition  is  the 
same.  In  such  parts  of  the  track  as  are  laid  with  65-lb. 
or  8o-lb.  rail,  the  bolts  are  to  be  put  into  joints  which 
come  in  planking  from  the  outside  of  the  rail  so  that 
the  nuts  will  be  in  the  flangeway. 


270  MAINTENANCE   OF   WAY    STANDARDS 

The  same  method  of  entry  of  bolts  is  to  be  used  at 
the  heels  of  switches,  derails  and  frogs,  to  facilitate 
blocking.  This  method  of  entry  of  bolts  is  contrary 
to  the  usual  practice.  In  lower  rails  than  those  speci- 
fied the  bolts  are  to  be  put  into  all  joints  with  the  nuts 
outside  the  rails.  The  only  exception  allowed  to  the 
condition  of  absolutely  tight  nuts  on  track  bolts  is  in 
the  six  bolt  joint  in  summer.  If  the  Foreman  of  Re- 
pairs notices  slight  kinks  in  the  rail  thus  laid,  due  to  ex- 
pansion of  the  metal,  the  nuts  may  be  relaxed  slightly 
during  extremely  hot  weather  to  allow  freer  expansion, 
but  such  nuts  must  be  set  tight  after  the  rail  has  straight- 
ened. 

Rule  No.  89. — Foremen  of  Repairs  are  instructed  to 
keep  close  watch  of  the  condition  of  the  track  in  hot 
weather,  as  to  facilities  of  proper  expansion  at  the 
joints.  If  a  trip  over  the  section  at  mid-day  is  required 
for  absolute  knowledge  of  this  condition,  the  trip  is  to 
be  taken.  When  more  than  twenty  joints  have  closed 
tight  because  of  expansion  of  the  rails,  an  expansion 
space  in  the  center  of  such  tight  section  is  to  be  made 
by  driving  the  rails  each  way  from  the  center  of  it.  A 
chisel  must  never  be  inserted  between  the  rail  ends  to 
drive  rails  apart.  The  bolts  through  the  end  of  one  rail 
must  be  removed  and  one  section  of  tight  rail  be  driven 
back  by  striking  the  splice  bar.  If  the  tight  section  is 
too  long  for  such  driving,  enough  rails  are  to  be  cut 
to  leave  the  ends  of  not  more  than  ten  consecutive  rails 
in  contact. 

Rule  No.  90. — Foremen  of  Repairs  are  instructed 
to  watch  closely  the  creeping  of  the  track  under  traffic 
on  grades  or  under  one-way  running  of  traffic.  If  this 
creeping  is  frequent  and  of  any  considerable  amount, 


EASTERN    ROADS.  271 

special  instructions  as  to  treatment  of  that  part  of  the 
track  are  to  be  sought  from  the  Roadmaster. 

The  open  spaces  at  the  ends  of  track  scales  must  be 
examined  frequently  and  maintained  at  not  less  than 
one  inch  and  not  more  than  one  inch  and  one-half. 

Rule  No.  91. — Foremen  of  Repairs  are  instructed 
to  remove  from  the  track  as  soon  as  discovered,  any 
rail  broken  or  so  damaged  as  to  be  dangerous  in  the 
remotest  degree  for  traffic.  If  the  rail  is  removed  from 
a  curve,  its  substitute  must  be  bent  to  the  same  curve 
before  it  is  spiked  in  position.  If  the  stock  of  extra  rails 
for  repairs  on  any  section  is  limited,  full  length  rails 
must  be  made  by  splicing  the  good  parts  of  damaged 
rails.  Any  length  of  rail  sufficient  to  afford  full  bolting 
of  the  splices  may  be  utilized  and  the  stock  of  full 
length  spare  rails  thus  kept  sufficient  for  emergencies. 
These  spliced  rails  are  to  be  removed  from  main  tracks 
when  full  length  rails  can  be  furnished  to  replace  them. 

Rule  No.  92. — Foremen  of  Repairs  are  instructed 
to  make  a  critical  inspection  of  all  main  line  switches 
every  day.  Switch  rods  must  be  adjusted  so  that  the 
point  shuts  tig"ht  against  stock  rail  throughout  the 
length  of  the  planing  of  the  point.  The  bolt  which 
connects  the  No.  i  switch  rod  to  the  main  connection 
must  be  put  in  from  the  bottom,  the  end  of  the  bolt  must 
be  upset  above  the  nut  and  a  piece  of  white  oak  "tie 
spiked  to  the  side  of  the  head  block,  under  the  bolt,  of 
sufficient  dimensions  to  form  a  s'helf  just  below  the 
bolt  in  all  positions  of  the  switch.  A  fish  plate  must  be 
spiked  to  the  head  block  near  the  switch  stand  in  such 
a  way  as  to  make  a  s'helf  under  the  'outer  end  of  the 
main  connection  in  all  its  positions,  to  hold  it  in  connec- 
tion with  the  crank  arm  of  the  stand,  if  the  nut  should 


272  MAINTENANCE  OF   WAY   STANDARDS. 

come  off.  Cotter  pins  of  bolts  and  pins  must  always 
be  in  position  and  all  nuts  and  rivets  kept  tight.  The 
gage  at  the  point  is  to  be  maintained  at  just  4  feet  8J 
inches  unless  by  special  instruction  from  the  Road- 
master.  The  banners  of  switch  stands  are  to  be  main- 
tained parallel  with  the  main  track  rails.  Special  at- 
tention must  be  given  to  this  point  when  it  is  necessary 
to  skew  the  stand  for  change  of  throw.  The  cause 
of  lost  motion  must  be  carefully  looked  into,  and  any 
material  unduly  worn  must  be  replaced. 

Switch  stands  used  on  this  road,  when  new,  give  a 
five-inch  throw  when  properly  set  up.  This  amount 
of  throw  gives  five  inches  space  between  the  main  line 
rail  and  the  idle  point.  The  lost  motion  which"  results 
from  the  use  of  the  switch  gradually  makes  this  avail- 
able throw  somewhat  less,  and  the  lost  motion  is  to  be 
compensated  by  skewing  the  switch  stand.  Great  care 
must  be  taken,  however,  that  such  skewing  of  switch 
stand  is  never  carried  to  a  point  where  there  is  less 
than  four  inches  opening  between  the  idle  point  and 
tine  main  line  rail.  At  interlocking  plants  the  original 
throw  is  generally  less  than  five  inches,  but  when  by 
reason  of  wear  of  parts,  it  would  be  less  than  four 
inches,  such  condition  of  switch  must  be  reported  to 
the  Roadmaster.  The  handling  of  the  switch  necessary 
for  its  proper  examination  must  be  done  personally 
by  the  foreman,  and  in  such  handling  ,he  must  observe 
the  rule  of  the  time  card  requiring  men  to  stand  away 
from  a  switch  while  train  is  passing  over  it. 

The  heels  of  both  points  must  be  kept  level  with 
the  rails  opposite,  either  by  tamping  or  shimming  to 
allow  the  points  to  shut  in  under  the  stock  rails  with 
facility. 


EASTERN   ROADS.  273 

The  switch  stand  of  a  facing  point  switch  must  be 
put  and  maintained  on  engineer's  side  of  track. 

Some  switches  are  equipped  with  automatic  cut- 
outs. The  proper  condition  and  working  of  these  cut- 
outs is  as  essential  a  feature  of  a  switch  as  the  points 
are,  and  if  for  any  reason  they  must  be  put  out  of  serv- 
ice temporarily,  the  fact  must  be  telegraphed  to  the 
Roadmaster  and  to  the  Division  Superintendent. 

The  switches  leading  from  other  tracks  than  the 
main  track  are  subject  to  the  rules  cited  for  main  track 
switches,  and  are  to  be  sufficiently  inspected  to  insure 
their  perfect  condition. 

All  switch  stands  of  switches  leading  from  main 
track  must  have  switch  locks. 

Rule  No.  93. — Whenever  split  switches  have  been 
run  through  or  have  been  rendered  unsafe  in  the  re- 
motest degree  for  service,  Foremen  of  Repairs  are  in- 
structed to  make  the  track  safe  at  once  for  main  track 
movements.  If  circumstances  do  not  allow  such  im- 
mediate repairs  to  include  the  use  of  the  switch  for  side 
track  movements,  the  facts  are  to  be  telegraphed  at 
once  to  the  Roadmaster  and  the  Division  Superintend- 
ent, and  the  message  to  the  Roadmaster  is  to  include 
an  order  for  the  necessary  material  for  complete  repair 
of  the  switch.  The  rods  between  the  points  of  a  split 
switch  are  known  as  "Rod  No.  I,"  "Rod  No.  2,"  etc., 
"Rod  No.  i"  being  that  at  the  point  of  the  switch.  The 
rod  connecting  "Rod  No.  i"  with  the  switch  stand  is 
known  as  the  "main  connection."  A  switch  point  is 
known  as  "rigiht  hand"  or  "left  hand"  by  its  position  to 
the  right  or  left  of  an  observer  standing  between  rails 
and  facing  the  points  of  the  switch.  As  soon  as  a  dis- 
abled switch  has  been  completely  repaired,  the  Road- 


274  MAINTENANCE   OF   WAY   STANDARDS. 

master  and  Division  Superintendent  are  to  be  advised 
by  wire,  and  a  written  report  of  the  nature  of  repairs  and 
cost  of  labor  is  to  be  sent  to  the  Roadmaster.  If  the 
Foreman  of  Repairs  has  positive  knowledge  of  the 
cause  of  disability,  a  full  statement  of  the  facts  is  to  be 
included  in  the  report. 

Rule  No.  94. — Foremen  of  Repairs  are  instructed 
to  make  critical  inspection  of  all  main  line  frogs  every 
day.  The  guard  rail  braces  holding  either  the  guard 
rails  or  the  loose  wing  of  guard  rail  frogs  must  be 
maintained  in  their  proper  position.  The  flange-way 
at  guard  rails  must  be  maintained  at  two  inches  unless 
otherwise  directed  by  Roadmaster.  The  loose  wings 
of  spring  rail  frogs  must  shut  tight  against  frog  points 
and  must  move  freely  through  the  stop-boxes.  Occa- 
sional driving  back  of  the  loose  wing  may  be  required 
to  secure  such  free  movement.  The  nuts  of  bolted  frogs 
must  be  kept  tight.  If  the  rivets  of  frog  points  or  plates 
become  loose,  such  looseness  of  parts  must  be  reported 
to  Roadmaster.  If  the  wing  rails,  points  or  other  parts 
of  a  frog  become  worn  so  mucli  as  to  cause  rough 
riding  on  main  track,  or  be  in  any  degree  unsafe  on 
main  tracks  or  inferior  tracks,  its  condition  must  be 
reported  to  the  Roadmaster,  who  will  determine  the 
necessity  for  renewal.  A  broken  wing  rail  is  equiva- 
lent to  any  other  broken  rail  in  track  and  demands  im- 
mediate renewal  of  frog. 

All  frogs  must  be  maintained  in  perfect  line.  The 
frogs  in  other  tracks  than  the  main  tracks  and  all  cross- 
ing frogs  are  subject  to  the  requirements  cited  for 
main  track  frogs,  and  are  to  receive  sufficient  inspec- 
tion to  insure  perfect  condition. 

Rule  No.  95. — Foremen  of  Repairs  are  instructed 


EASTERN   ROAD^.  275 

to  maintain  suitable  blocking  at  the  ends  of  guard  rails, 
at  frogs,  at  switches  and  at  other  points  between  rails 
where  the  feet  of  men  are  liable  to  be  caught.  The 
condition  of  this  blocking  must  be  at  all  times  unques- 
tionably good  and  the  blocking  must  be  firmly  secured 
to  the  ties.  Material  for  it  will  be  furnished  by  Road- 
masters  upon  receipt  of  order.  No  material  of  any 
kind  must  be  left  at  night  nearer  to  any  track  than  five 
feet  without  proper  notice.  All  tools  must  be  taken 
to  car  'house  or  tool  box  at  night.  When  repairs  are 
to  be  made  in  a  yard  which  require  the  distribution  of 
material  within  the  above  limits,  the  Division  Super- 
intendent must  be  notified  that  such  dangerous  condi- 
tions exist.  Foremen  of  Repairs  may  assume  that  ma- 
terial for  renewals  of  main  track  and  gravel  for  lift- 
ing main  track  are  within  the  limits  stated  above,  with 
the  knowledge  of  the  Division  Superintendent,  but 
are  instructed  to  remove  any  loose  rail  that  is  nearer 
the  fixed  rail  than  the  ends  of  the  ties. 

Cinders  dumped  from  engines  are  to  be  removed 
from  the  vicinity  of  the  tracks  whenever  found  there 
by  Foremen  of  Repairs. 

Rule  No.  96. — Foremen  of  Repairs  are  instructed 
to  keep  the  flange-ways  of  all  switches,  frogs,  guard 
rails,  planked  crossings  and  other  narrow  spaces  along 
gage  side  of  rails  and  all  s\vitch  rods  or  other  movable 
track  appliances  at  all  times  free  from  snow,  ice,  mud 
or  other  obstruction.  The  men  engaged  at  such  work 
will  be  in  a  dangerous  position,  especially  in  winter  and 
at  night.  Foremen  will  consequently  give  them  par- 
ticular instructions  to  look  out  for  their  personal  safety 
whenever  they  are  detailed  for  such  work. 

Rule  No.  97. — Foremen  of  Repairs  are  instructed 


276  MAINTENANCE   OF   WAY    STANDARDS. 

to  keep  the  snow  shoveled  away  from  switch  stands, 
the  drifts  shoveled  away  from  highway  crossings,  and 
the  snow  piles  arising  from  the  use  of  plows  or  flangers 
shoveled  out  of  private  crossings.  Foremen  of  Re- 
pairs are  responsible  for  the  removal  of  snow  and  ice 
from  track  scales  and  wagon  scales,  and  are  required 
to  give  such  scales  such  attention  throughout  the 
winter  as  will  insure  their  proper  condition  at  all  times. 
Platforms  and  walks  about  stations  are  to  be  kept 
clear  from  snow  by  the  Operating  Department,  but 
Foremen  of  Repairs  are  instructed  to  furnish  such  help 
toward  this  work  as  can  be  done  without  interference 
with  the  proper  fulfillment  of  their  other  duties. 

Any  knowledge  Foremen  of  Repairs  may  gather 
as  to  the  formation  of  drifts  likely  to  impede  traffic  must 
be  telegraphed  in  full  to  Roadmaster. 

Rule  No.  98. — Foremen  of  Repairs  are  instructed 
not  to  slot  the  flange  or  web  of  any  rail.  The  necessary 
holes  in  flange  or  web  of  rail  for  insertion  of  bolts  or 
passage  of  rods  are  to  be  drilled,  and  no  hole  of  greater 
diameter  than  one  inch  is  to  be  drilled  in  a  rail  without 
explicit  directions  from  the  Roadmaster. 

If  any  rail  in  track  is  discovered  which  has  a  piece 
broken  or  cut  from  the  flange,  such  rail  must  be  drilled 
at  the  point  where  the  defect  exists  and  angle  plates 
put  on  to  preserve  the  safety  of  traffic. 

Rule  No.  99. — Foremen  of  Repairs  are  instructed 
to  watch  closely  the  condition  of  all  bridges,  culverts, 
pit  cattle-guards  and  other  openings  in  and  under  the 
roadway.  In  case  any  weakness  of  these  structures  is 
discovered,  affecting  in  the  remotest  way  their  stability, 
such  weakness  is  to  be  reported  at  once  to  the  Road- 
tuaster.  They  are  further  instructed  to  keep  the  nuts 


EASTERN    ROADS.  277 

tight  on  all  packing,  bond  timber  and  other  bolts  in 
the  floor  system  of  bridges,  and  to  report  any  looseness, 
chafing  or  rattling  of  rods,  rivets  or  other  parts  of  such 
structures.  They  are  also  instructed  to  keep  the  ex- 
pansion rollers  under  the  free  ends  of  iron  bridges  free 
from  gravel,  cinders  or  other  obstructions. 

Rule  Xo.  100. — Foremen  of  Repairs  are  instructed 
to  notice  closely  the  condition  of  all  surface  cattle- 
guards.  The  ballast  filling  between  the  ties  under  such 
guards  is  to  be  maintained  at  the  height  of  about  two 
inches  below  the  tops  of  the  ties.  The  sections  of  the 
guards  are  to  be  so  secured  to  the  ties  as  to  leave  the 
openings  near  the  rails  as  safe  for  foot  travel  as  any 
other  part  of  the  guard  is.  The  guards  are  to  be  se- 
cured to  the  ties  in  such  a  way  by  staples  or  otherwise 
as  to  prevent  rattling  under  the  passage  of  a  train.  Any 
broken  section  of  guard  must  be  renewed  as  soon  as 
discovered.  A  report  of  the  failure  of  any  guard  to 
keep  stock  from  the  right-of-way  must  be  made  to  the 
Roadmaster  promptly. 

Surface  cattle-guards  must  be  put  and  maintained 
within  the  limits  of  the  Company's  right-of-way  and  the 
cross  fences  leading  to  the  guards  must  be  as  near  as 
possible  to  the  line  of  the  highway.  At  a  very  oblique 
crossing  the  guards  must  not  be  located  except  under 
direction  of  the  Roadmaster. 

Rule  No.  101. — Foremen  of  Repairs  are  instructed  to 
notice  the  condition  of  bridge  guards  at  overhead  ob- 
structions. The  ropes  must  always  be  of  the  same 
length  and  hang  free.  If  the  binding  of  the  ropes  be- 
comes detached,  it  must  be  replaced  before  the  rope 
end  frays.  The  posts  and  other  combination  of  the 


278  MAINTENANCE   OF   WAY   RTANDAKDS. 

bridge  guard  must  always  be  of  sound  material  and 
properly  secured. 

Rule  No.  102. — Foremen  of  Repairs  are  instructed 
to  render  such  aid  as  is  required  by  the  Foremen  of 
interlocking  plants  in  keeping  the  tracks  and  switches 
in  condition  for  operation,  and  are  to  do  the  necessary 
work  of  maintenance  of  track  between  distant  signals 
only  with  the  knowledge  and  subject  to  the  supervision 
of  the  foremen  of  the  plants. 

The  levermen  have  instructions  to  throw  interlocked 
switches  at  the  request  of  Foremen  of  Repairs  for  the 
proper  examination  of  the  working  of  the  switches 
and  derails,  when  such  movements  will  not  interfere 
with  the  traffic  at  the  interlocked 

Any  failure  or  unwillingness  to  do  so  on  the  part  of 
the  levermen  is  to  be  reported  to  the  Roadmaster. 

Rule  No.  103. — Foremen  of  Repairs  are  instructed 
to  run  their  hand-cars  slowly  over  track  instruments 
connected  with  crossing  alarm  bells  or  block  signals, 
and  if  the  ihand-cars  are  heavily  loaded,  foremen  must 
pass  the  cars  by  such  track  instruments  without  touch- 
ing the  instruments  by  wheels  of  the  car. 

Rule  No.  104. — Foremen  of  Repairs  are  instructed 
to  use  great  care  in  maintenance  of  track  where  track 
circuit  is  in  use  for  bells  or  signals.  Any  necessary  in- 
terruption to  the  circuit  must  be  made  as  short  as  pos- 
sible, and  the  accumulations  of  dirt  or  cinders  must 
not  be  allowed  under  the .  rails  nor  around  the  con- 
necting wires. 

If  a  rail  has  to  be  replaced  notice  of  such  fact  must 
be  wired  to  the  Roadmaster  as  soon  as  is  consistent 
with  safe  condition  of  track.  The  joints  supported  by 


EASTERN    ROADS.  279 

wooden  splices  in  such  track  must  receive  critical  at- 
tention and  be  frequently  tamped. 

The  splices  must  be  renewed  as  soon  as  wear  has 
begun. 

Change  from  the  standard  form  of  roadbed  in  track 
where  track  circuit  is  in  use  must  be  made  only  under 
explicit  orders  from  the  Roadmaster. 

Rule  Xo.  105. — Foremen  of  Repairs  when  loading 
ties  for  shipment  are  instructed  to  lay  them  lengthwise 
on  the  car,  and  to  secure  each  tier  with  two  stakes 
firmly  set  in  the  stake  pockets  of  the  car.  If  a  flat  car  is 
fully  loaded  with  rails,  stakes  must  be  put  in  all  side 
pockets  and  the  ends  of  the  rails  must  be  held  by  end 
beards  consisting  of  three-inch  plank,  fastened  securely 
to  the  floor  of  the  car  or  to  stakes  in  the  end  pockets, 
provided  such  fastening  to  stakes  in  the  end  pockets 
will  permit  only  a  few  inches  movement  to  the  rail. 

If  a  flat  car  is  partly  loaded  with  rail  the  rail  must 
be  laid  in  the  center  of  the  car  and  held  from  side  and 
end  movement  by  three-inch  planks  securely  nailed  to 
floor  of  car.  If  a  flat  car  is  loaded  with  scrap  or  other 
loose  material,  such  material  must  be  kept  from  side  or 
end  movement  by  three-inch  planks  securely  fastened  to 
stakes  or  floor  of  car.  Care  must  be  used  not  to  load 
any  car  beyond  the  capacity  marked  on  it. 

A  particular  report  of  the  loading  of  ties  to  be  ship- 
ped on  freight  cars  or  moved  on  push  cars  is  to  be  made 
on  a  blank  which  will  be  sent  to  the  Foreman  by  the 
Roadmaster  on  his  application.  Upon  this  blank  is 
to  be  entered  the  location  of  the  ties  to  be  loaded,  the 
date  on  which  they  are  loaded,  the  number  of  ties,  and 
the  mark  of  the  pile  which  is  loaded,  and  the  balance 
on  hand  at  that  locality  by  actual  count.  Except  in 


280  MAINTENANCE   OF    WAY    STANDARDS. 

case  of  an  emergency,  ties  which  have  been  loaded  at 
an  inspection  point  and  delivered  to  a  Foreman  of  Re- 
pairs for  use  on  his  section,  must  not  be  taken  from 
that  section  unless  special  order  for  such  movement 
and  clear  directions  as  to  its  method  shall  be  received 
from  the  Ro^idmaster. 

Rule  No.  1 06. — Foremen  of  Repairs  are  instructed 
to  keep  their  supplies  of  bolts,  spikes,  nut-locks  and 
similar  material  inside  the  car-house,  which  must  be 
kept  locked.  Such  old  spikes  <as  can  be  straightened, 
and  such  other  old  track  appliances  as  can  be  used, 
must  also  be  kept  in  the  car-house,  and  all  scrap  mate- 
rial piled  in  the  scrap  box. 

Rule  No.  107. — Foremen  of  Repairs  are  instructed 
to  see  that  men  detailed  to  watch  bridges,  to  patrol  un- 
safe or  imperfect  track,  or  to  perform  other  duties  of 
day  or  night  watchmen,  .are  supplied  with  the  necessary 
danger  signals  and  the  necessary  equipment  for  per- 
forming such  duties  as  are  assigned  to  them.  Foremen 
are  instructed  to  visit  these  men  at  such  intervals  by  day 
or  night  as  will  determine  whether  or  not  their  duties 
are  faithfully  performed. 

Rule  No.  108. — Rail  renewals  of  any  magnitude  will 
be  made  under  direct  supervision  of  Roadmaster.  The 
care  of  such  renewed  track  will  immediately  devolve 
upon  the  Foremen  of  Repairs,  who  are  instructed  to 
remedy  any  imperfections  in  work  done  by  extra  gangs. 

Rule  No.  109. — Any  general  lift  of  the  main  track 
will  be  made  under  direct  supervision  of  the  Road- 
master.  The  care  of  such  newly  ballasted  track  de- 
volves immediately  upon  the  Foremen  of  Repairs,  who 
are  instructed  to  give  it  particular  attention,  as  with- 
out such  attention  it  will  soon  get  into  uneven  surface. 


EASTERN    ROADS.  281 

Rule  No.  no. — A  Foreman  of  Repairs  must  not 
be  absent  from  his  work  except  with  the  consent  of 
his  Roadmaster.  If  unavoidable  absence  occurs  with- 
out the  knowledge  of  the  Roadmaster,  one  of  the  men 
must  be  put  in  temporary  charge  of  the  gang  until  re- 
turn of  the  foreman,  or  appointment  of  another  by  the 
Roadmaster,  who  must  be  notified  promptly  of  the 
foreman's  absence  and  of  the  name  of  the  man  in  tem- 
porary charge.  The  pay  of  Foremen  of  Repairs  will 
be  stopped  during  their  absence,  and  foreman's  rate 
of  pay  will  be  given  to  the  man  in  charge  of  the  section. 

Rule  No.  in. — While  in  the  foregoing  rules  an  at- 
tempt has  been  made  to  set  forth  the  special  duties 
trackmen  are  to  perform,  Foremen  of  track  work  are 
intrusted  with  their  positions  in  the  belief  that  the  at- 
tendant responsibilities  are  appreciated,  and  that  the 
sense  of  responsibility  will  be  a  guide  in  such  contin- 
gencies as  the  rules  may  not  reach.  In  such  unprovided- 
for  contingency  as  does  not  demand  immediate  action, 
the  counsel  of  the  Roadmaster  is  always  to  be  sought. 
In  such  unprovided-for  contingency  as  does  demand 
immediate  action,  the  safe  side  is  always  to  be  taken 
when  there  is  any  ground  for  doubt. 


SECTION  2. 
CHAPTER   IX. 

CINCINNATI,   NEW   ORLEANS  &   TEXAS   PACIFIC    KY. 
SIGNALS. 

Conductors,  Enginemen,  Firemen,  Brakemen,  Sta- 
tion Agents,  Telegraph  Operators,  Switchmen,  Switch- 
tenders,  Track  Foremen,  Road  and  Bridge  Watchmen, 
and  all  other  employes  whose  duties  may  require 
them  to  give  signals  must  provide  themselves  with 
the  proper  appliances,  and  keep  them  in  good  order 
and  always  ready  for  immediate  use. 

Flags  of  the  proper  color  must  be  used  by  day,  and 
lamps  of  the  proper  color  by  night,  or  whenever 
from  fog  or  other  cause  the  day  signals  cannot  be 
clearly  seen. 

Red  signifies  Danger,  and  is  a  signal  to  stop. 

Green  signifies  Caution,  and  is  a  signal  to  go 
slowly. 

White  signifies  Safety,  and  is  a  signal  to  go  on. 

Green  and  white  is  a  signal  to  be  used  to  stop 
trains  at  flag  stations  for  passengers  or  freight. 

Blue  is  a  signal  to  be  used  by  car  inspectors. 

An  explosive  cap  or  torpedo,  placed  on  the  top  of 
the  rail,  is  a  signal  to  be  used  in  addition  to  the  re- 


SOUTHERN   ROADS.  283 

Ljular  signals. 

The  explosion  of  one  torpedo  is  a  signal  to  stop 
immediately;  the  explosion  of  two  torpedoes  is  a  sig- 
nal to  reduce  speed  immediately,  and  look  out  for  a 
danger  signal. 

A  fusee  is  an  extra  danger  signal,  to  be  lighted  and 
placed  on  the  track  at  night,  in  case  of  accident  or 
emergency. 

A  train  finding  a  fusee  burning  upon  the  track 
must  come  to  a  stop,  and  not  proceed  until  it  is  burn- 
ed out. 

A  flag  or  lamp  swung  across  the  track,  a  hat  or 
any  object  waved  violently  by  any  person  on  the 
track,  signifies  danger,  and  is  a  signal  to  stop. 

RULES   FOR   ROADMASTERS. 

Headmasters  report  to  and  receive  their  instructions 
from  the  Superintendent. 

They  have  charge  of  and  are  responsible  for  the 
maintenance  in  good  repair,  of  the  road-bed,  culverts, 
masonry,  tracks,  sidings,  yards,  depot-grounds,  road- 
crossings  at  grade  and  telegraph  line;  also  for  the 
safe  keeping  of  the  right  of  way  and  other  lands  be- 
longing to  the  railway,  and  of  all  materials  and  sup- 
plies on  hand. 

They  must  personally  inspect  and  receive  all  ma- 
terials, supplies  and  tools  delivered,  rigidly  enforce 
the  specifications,  keep  an  exact  record  of  the  stock 
on  hand,  and  see  that  it  is  properly  used.  Their 
requisitions  must  be  addressed  to  the  Purchasing 
Agent,  and  approved  by  the  Superintendent. 

They  have  full  control  and  authority  over  the  Track 
Supervisors,  Section  Foremen,  Trackmen,  Watchmen, 
Laborers,  and  construction  trains  on  their  divisions. 


284  MAINTENANCE   OF   WAY   STANDARDS. 

They  must  supervise  and  direct  their  work  by  con- 
stant and  careful  inspection  of  the  line.  They  must 
check  their  reports  and  see  that  all  instructions  are 
properly  understood  and  carried  out. 

•  They  must  send  to  the  Superintendent  on  the  first 
day  of  each  month : 

1st.  Certified  time-rolls  of  all  the  men  employed 
on  their  divisions,  made  up  from  the  time-books. 

2nd.  A  classification  on  the  proper  blanks,  of  all 
the  work  done  and  material  used  during  the  month. 

They  must  send  to  the  Superintendent  on  the  1st 
of  January,  1st  of  April,  1st  of  July  and  1st  of  Oc- 
tober, a  statement,  on  the  proper  blank,  showing  ma- 
terials and  tools  received  and  used  during  the  preced- 
ing quarter,  and  the  quantity  of  each  on  hand. 

They  must,  upon  receiving  notice  of  an  accident, 
proceed  at  once  to  the  place,  and  render  all  the  assist- 
ance necessary  in  clearing  the  track,  and  will  super- 
vise the  work  of  repairing  it. 

A  full  report,  giving  the  cause  of  the  accident  and 
the  amount  of  damage  done,  must  be  sent  to  the 
Superintendent  as  soon  as  possible. 

INSTRUCTIONS  TO  SUPERVISORS. 

Supervisors  report  to  and  receive  their  instructions 
from  the  Roadmaster.  They  will  supervise  the  work 
on  their  respective  divisions,  and  will  be  held  respon- 
sible for  their  safe  keeping. 

They  have  immediate  charge  over  the  Section 
Foremen  and  watchmen.  They  are  authorized  to 
discharge  them  for  neglect  of  duty,  subject  to  the  ap- 
proval of  the  Roadmaster. 

They  must  walk  over  and  carefully  examine  in  all 
its  parts,  their  entire  division,  every  week.  They 


SOUTHERN    ROADS.  285 

must  spend  all  their  time  on  the  road,  see  that  the 
Foremen  and  men  fully  understand  and  perform  their 
duties,  and  that  all  materials  are  economically  used. 

They  must  examine  and  correct  the  time-books  of 
the  Foremen  on  the  last  day  of  every  month  and 
forward  them  to  the  Roadmaster  with  their  certifi- 
cates. They  will  countersign  all  discharge  tickets 
given  by  the  Foremen,  and  see  that  the  proper 
memorandum  in  such  cases  is  made  on  the  time-book. 
They  must  see  that  an  inventory  of  all  tools  and  ma- 
terials on  hand  is  taken  by  actual  count,  the  last  days 
of  every  month,  on  all  the  sections  of  the  division, 
and  sent  to  the  Roadmaster.  It  must  check  with  the 
account  of  tools  and  materials  received  and  used  dur- 
*  r  the  month  and  on  hand  at  the  beginning  of  the 
month. 

They  must  familiarize  themselves  with  the  bound- 
ary lines  of  the  right  of  way  and  other  land  owned 
by  the  Company  on  their  divisions,  and  keep  out  all 
tresspassers. 

They  must  make  requisitions  for  materials  and 
supplies  to  the  Roadmaster,  and  give  him  receipts 
for  the  same. 

They  must  see  that  each  Foreman  is  supplied  with 
one  switch-key,  for  which  they  will  take  a  receipt. 
When  a  Foreman  leaves  the  service  of  the  Company, 
the  Supervisor  must  take  an  inventory  of  all  tools 
and  material  on  hand,  and  report  to  the  Roadmaster 
all  tools  and  materials  not  accounted  for.  They  will 
see  that  the  switch-key  is  transferred  by  the  depart- 
ing Foreman  to  his  successor,  and  if  it  is  not  return- 
ed, will  make  a  note  of  it  on  the  discharge  ticket. 

They  will  have  charge  of  construction  trains  while 


—286— 
PLATE  CVII. 


STANDARD   ROAD  BED  SECTIONS 
C  N.O  &  T.P.  RY 


ROCK     CUTS 


STONE     BALLAST 


SLAG-  BALLAST 


GRAVEL    OR   EARTH     BALLAST 


SOUTHERN    ROADS.  287 

at  work  on  their  respective  divisions,  and  will  person- 
ally see  to  the  proper  distribution  of  all  material,  and 
that  no  time  be  lost. 

They  will  report  at  once  to  the  Headmaster,  if  an 
accident  occurs  on  their  division,  and  will  proceed 
immediately  to  the  place  of  the  accident.  They  will 
render  all  the  assistance  necessary  in  clearing  the 
track,  and,  in  the  absence  of  the  Headmaster,  will 
supervise  the  work  of  repairing  it. 

They  will  inquire  and  examine  carefully  into  the 
cause  of  every  accident,  and  write  a  full  report  there- 
of to  the  Roadmaster. 

They  must  explain  all  circulars  and  instructions  to 
the  Foremen  and  Watchmen,  see  that  they  under- 
stand them  correctly,  and  that  they  are  supplied  with 
time  tables  and  watches.  They  will  compare  time 
with  their  Foremen  as  often  as  practicable. 

RULES   FOR   SECTION    FOREMEN. 

Section  Foremen  report  to  and  receive  their  in- 
structions from  the  Supervisor. 

They  have  charge  of  the  repairs  on  their  respective 
sections,  and  will  be  held  responsible  for  the  condi- 
tion of  the  road  and  the  watching  necessary  to  insure 
its  safety  at  all  times. 

They  are  required  to  pass  over  the  whole  extent  of 
their  section  at  least  twice  a  week,  observe  the  con- 
dition of  the  main  track,  sidings,  road-bed,  bridges, 
culverts,  road-crossing,  cattle-guards,  etc.,  and  exe- 
cute such  repairs  as  may  be  necessary  to  keep  the 
track  in  perfect  order. 

They  will  engage  in  all  work  personally,  and  see 
that  the  laborers  employed  under  them  faithfully 
perform  their  duty. 


288  MAINTENANCE   OP   WAY   STANDARDS. 

They  may  discharge  or  suspend  from  duty  any  em- 
ploye under  their  control,  and  must  not  engage,  with- 
out special  order  from  the  Supervisor,  more  than  the 
regular  force  allowed. 

They  will  not  allow  rails,  cross-ties  and  other  ma- 
terial to  be  scattered  along  the  road,  but  will  gather 
them  in  regular  piles  along  the  track. 

They  must  keep  a  good  watch,  and  compare  time 
daily,  or  as  often  as  practicable,  with  the  Supervisor 
or  Conductors. 

They  must,  when  at  work  so  as  to  obstruct  the 
track,  invariably  display  danger  signals  in  both  direc- 
tions. 

Anything  that  interferes  with  the  safe  passage  of  a 
train  is  an  obstruction.  All  obstructions  must  be  re- 
moved from  the  track  fifteen  minutes  before  the  time 
of  a  passenger  train,  and  ten  minutes  before  the 
time  of  a  freight  train. 

They  must  always  have  with  them  a  copy  of  the 
current  time-table,  and  know  the  time  of  all  trains  at 
the  point  where  they  are  at  work. 

They  must  carefully  examine  the  signals  carried 
by  trains,  and  be  sure  that  all  following  trains  have 
passed,  before  obstructing  the  track.  Under  the  tele- 
graph system  of  working  the  road  a  train  may  be  ex- 
pected at  any  moment.  No  notice  whatever  will  in 
any  case  be  given  of  the  passage  of  extra  trains,  and 
Foremen  must  always  be  prepared  for  them. 

They  will  under  no  circumstances  allow  their  hand 
cars  to  be  used  unless  they  accompany  it,  and  then 
only  in  accordance  with  the  instructions  issued  by  the 
Roadmaster  and  Supervisor.  Hand  cars  must  not  be 
used  in  foggy  weather,  at  night,  or  on  Sundays,  ex- 


—289— 

PLATE  CVIII. 


STANDARD 
ROAD  BED  SECTIONS 
C  N  0    &  T.  P.  RY 

EARTH    FILLS  OR  CUTS 


290  MAINTENANCE  OF  WAY  STANDARDS. 

cept  in  case  of  absolute  necessity.  They  must  not  be 
used  for  personal  purposes. 

When  not  in  use,  hand  cars  and  trucks  must  be 
housed  or  kept  locked  and  secured  in  such  position 
that  they  cannot  drift  on  the  main  track.  Attaching 
a  hand  car  or  a  truck  car  to  a  train  in  motion  is  not 
allowed  under  any  circumstances.  Hand  cars  run- 
ning at  night,  or  in  dark  tunnels,  must  be  provided 
with  a  front  and  back  light. 

They  must  see  that  a  clear  space  of  at  least  seven 
feet  is  preserved  on  either  side  of  the  main  or  side 
track,  and  that  nothing  is  piled  near  sidings  within 
four  feet  of  the  rail.  They  will  remove  all  combusti- 
ble material  from  the  vicinity  of  the  track,  and  will 
not  allow  rubbish  to  accumulate  near  bridges  and 
buildings.  They  will  promptly  extinguish  any  fire 
that  may  occur  along  the  line  of  the  road.  The 
right  of  way  must  be  kept  clear  of  trees,  bushes  and 
rubbish,  and  weeds  cut  down  before  seed-time  and 
burned.  Station  grounds  must  be  kept  clean. 

All  materials  dropped  from  engines  and  cars,  such 
as  draw-bars,  car  doors,  breaks,  coupling-pins  and 
links,  bolts,  nuts,  etc.,  must  be  picked  up,  stored 
away,  and  shipped  as  may  be  directed  by  the  Koad- 
master,  giving  him  the  number  of  the  train  from 
which  it  has  been  droped. 

They  must  keep  telegraph  poles  in  proper  position, 
and  trees  near  the  telegraph  line  must  be  kept  trim- 
med, to  prevent  the  branches  touching  the  wires 
during  high  winds.  They  will  watch  the  telegraph 
line,  especially  after  storms,  keep  the  wire  up,  repair 
it  temporarily,  and  promptly  report  any  damage  to 
the  line. 


soi  THI;I;N  ROADS.  291 

They  shall  nut  allow  any  person  to  erect  fences  or 
buildings  upon  or  occupy  in  any  way,  the  right  of 
way  without  a  special  permit  from  the  Company. 

They  will  watch  the  Railway  Company's  fences  and 
gates,  repair  them  temporarily,  and  promptly  report 
all  damage.  Gates  at  crossings  must  be  kept  closed. 

They  must  keep  all  highway  and  farm  crossings  in 
good  repair  and  unobstructed,  and  all  bridge  and 
trestle-work  approaches  in  good  surface  and  line 
at  all  times. 

They  must  frequently  visit  the  watchmen  on  their 
sections,  and  see  that  they  attend  to*  their  duty. 

They  must  keep  close  watch  at  points  where  ob- 
structions are  likely  to  occur,  and  promptly  remove 
them. 

They  must  take  every  precaution  to  prevent  acci- 
dents during  heavy  storms  and  rains.  All  hands 
must  be  placed  on  duty,  and  every  part  of  the  entire 
section  closely  watched. 

They  must  keep  the  road-bed  well  drained  and 
shaped  in  accordance  with  the  standard  diagrams. 

They  must  keep  ditches  clean,  and  of  sufficient 
depth  to  pass  all  the  water  in  the  heaviest  rains 
without  everflow.  They  must  be  of  a  uniform  grade, 
and  parallel  to  the  rails  throughout  the  cut,  diverging 
at  the  lowest  end,  so  as  to  lead  the  water  away  from 
the  slopes  of  the  embankment. 

They  must  put  in  cross-drains  where  they  will 
facilitate  the  drainage. 

They  must  frequently  examine  and  clean  the 
ditches  and  drains  under  road-crossings.  The  open- 
ings must  be  sufficient  to  pass  all  the  water  in  the 
without  overflow. 


— 292 — 
PLATE  CIX. 


SOUTHERN    ROADS.  293 

They  must  keep  surface  ditches  on  hillsides  open, 
so  as  to  protect  thoroughly  the  slopes  of  excavations 
and  embankments.  No  water  must  be  allowed  to 
stand  against  the  slopes  of  embankments,  except 
where  special  provisions  have  been  made  for  a  pond. 

They  must  frequently  examine,  and  keep  open  and 
clear  of  obstructions,  all  water  outlets,  ditches,  chan- 
nels, culverts,  drains,  bridges,  etc.  They  must  be  ex- 
amined immediately  after  every  heavy  rain,  and 
where  a  wash  has  occured  at  the  lower  end  of  cul- 
verts or  near  the  base  of  piers  and  abutments,  it  must 
be  immediately  filled  up  with  rock  to  avoid  under- 
111  ing. 

They  must  pile  up  and  burn  the  brush  and  drift 
taken  out  of  channels,  ditches  and  culverts.  The  dirt 
taken  out  of  ditches  or  slides  in  cuts  must  be  dumped 
on  the  slopes  of  embankments  below  grade.  It  must 
not  be  thrown  on  the  road-bed  nor  on  the  slopes  and 
edges  of  cuts. 

They  must  keep  cattle-guards  well  drained,  and  on 
true  grade  and  line.  Water-tank  foundations  must 
be  kept  well  drained. 

They  must  preserve  the  regular  slopes  of  cuts  and 
banks.  No  rock  or  other  material  must  be  dug  out 
of  the  slopes  of  cuts  unless  to  remove  or  to  avoid  a  slip 
or  fall.  Material  borrowed  for  surfacing  or  filling 
must  be  excavated  in  a  regular  shape,  and  at  such  a 
place  as  to  avoid  drainage  of  the  borrow-pit  into  a 
cut. 

They  must,  when  good  dry  earth  or  cinder  cannot 
be  had  to  temporarily  maintain  the  track  over  a  slide  in 
embankments,  place  a  longitudinal  sill  under  the  ties, 
and  see  that  it  is  supported  by  a  sufficient  number  of 


294  MAINTENANCE    OF    WAY    STANDARDS. 

cross  sub-sills.  When  longitudinal  sills  cannot  be 
procured,  cross-ties  must  be  used  instead — rock  must 
not  be  used. 

They  must  put  in  ballast  as  shown  in  the  standard 
diagrams  for  rock  and  gravel  ballast. 

No  rock  or  gravel  ballast  must  be  placed  on  or  al- 
lowed to  remain  above  the  top  of  the  cross-ties. 

They  must  see  that  rock  ballast  is  of  hard  and 
durable  limestone,  sandstone  or  shale,  that  will  wear 
and  stand  the  weather  without  crushing  or  disinte- 
grating. It  must  be  broken  into  pieces  which  can  be 
passed  through  a  ring  two  and  one-half  inches  in  di- 
ameter, and  put  in  from  the  top  to  a  depth  of  six  in- 
ches under  the  cross  ties.  Under  the  depth  of  six 
inches  the  space  may  be  filled  up  with  rock  of  larger 
size. 

They  must,  before  distributing  ballast  material,  see 
that  the  sub-grade  is  properly  prepared,  banks  ex- 
tended to  the  proper  width,  and  ditches  in  cuts  clean- 
ed, so  that  the  ballast  will  not  be  wasted  or  mixed 
with  mud. 

They  must,  when  there  is  no  rock  ballast  available, 
surface  the  track  with  dry  earth,  according  to  the 
standard  diagram'  for  gravel  ballast. 

They  must  uniformly  space  the  cross- ties  between 
rail- joints  (fifteen  cross- ties  to  a  rail  of  thirty  feet) 
and  place  them  at  right  angles  to  the  rails.  The  two 
joints  must  be  as  nearly  as  possible  of  the  same  size. 
They  must  be  spaced  according  to  the  standard  dia- 
grams of  "joints."  Every  tie  must  be  well  tamped, 
and  have  full  bearing  on  its  entire  length. 

They  must  not  notch  cross  ties;  if  necessary,    they 


—295— 
PLATE  CX. 


296  MAINTENANCE  OF  WAY  STANDARDS. 

must  be  adzed  to  obtain  a  true  and  uniform  bearing 
for  the  the  rails. 

They  must  space  switch  ties  according  to  the 
standard  diagram. 

They  must  not  unload  rails  while  the  cars  are  in 
motion.  Skids  must  be  used  in  unloading,  and  the 
rails  handled  with  care  to  avoid  bending  or  breaking. 

They  must  straighten  crooked  rails,  and  properly 
bend  rails  for  curves,  before  putting  them  in  the 
track,  as  provided  in  table  of  ordinates  for  bending 
rails  on  curves. 

They  must  use  iron  instead  of  wooden  shims,  to 
separate  the  rails  at  the  joints,  when  laying  the  track. 
The  shims  must  vary  in  thickness  from  one-six- 
teenth to  five-sixteenths  of  an  inch,  according  to  the 
temperature,  and  must  all  be  removed  after  the  track 
is  laid. 

They  must  see  that  all  the  splices  have  the  full 
number  of  bolts  and  spikes,  in  accordance  with  the 
standard  diagram,  and  that  all  nuts  are  kept  tight. 
Where  the  end  of  the  rail  is  not  properly  slotted,  it 
must  be  drilled  to  fit  the  splice  bar  or  chair. 

They  must  spike  the  rails  full,  with  four  spikes  to 
each  tie,  two  inside  and  two  outside,  in  such  a  man- 
ner as  to  keep  the  cross  ties  at  right  angles  with 
the  rails.  On  sharp  curves  an  additional  spike  will 
be  put  on  the  outside  of  the  outside  rail  on  each  tie. 
Spikes  must  be  driven  where  there  are  slots  in  the 
iron;  in -cold  weather,  place  the  spike  against  the 
edge  of  the  slot  nearest  the  end  of  the  rail,  in  hot 
weather  against  the  other  side  of  the  slot.  All  spikes 
must  be  driven  home  close. 

They  must  see  that  the  clear  distance  between   in- 


SOUTHERN   ROADS.  297 

side  of  rails  is  exactly  four  feet,  eight  and  one-half 
inches  on  straight  lines  and  on  curves  less  than  two 
degrees.  On  curves  of  two  degrees  and  over,  it  must 
be  widened  as  follows: 

2  degrees £  inch. 

4       "       I     " 

6        "       |     " 

8        "       *     " 

They  must  see  that  the  top  of  both  rails,  on 
straight  lines,  is  on  a  true  level  at  right  angles  with 
the  track.  On  curves,  the  outside  rail  must  be  ele- 
vated according  to  the  following  scale: 

1  degree 1   inch. 

2  "      2      " 

3  "      3      " 

4  "      4      " 

5  "      5      " 

6  "      6      " 

Tables  will   be   furnished   showing  the   point    at 

which  the  elevation  for  curves  should  commence.  In 
yards  the  curves  should  be  laid  without  elevation. 

They  must  see  that  the  track  is  in  perfect  align- 
ment. Every  rail  must  be  kept  true  to  the  proper 
line,  in  a  horizontal  and  vertical  direction,  and  every 
joint  on  a  true  grade.  Large  rocks  must  not  be  used 
under  the  cross-ties  in  surfacing  the  tracks. 

They  must  lay  switches  and  frogs  in  accordance 
with  the  standard  diagram.  Every  guard-rail  oppo- 
site frogs  must  have  two  wrought-iron  brackets. 
Rails  adjoining  others  of  a  different  height  must 
have  a  stepchair  to  bring  the  top  of  both  rails  on  the 
same  level. 

They  must  keep  switches  and  frogs  clear   of   snow 


298  MAINTENANCE   OF   WAY   STANDARDS. 

and  ice.  Working  parts  must  be  frequently  oiled, 
and  must  work  easily  without  lost  motion.  The  space 
between,  ends  of  rails  at  closures  and  at  the  "throw- 
end"  of  stub-switches  must  not  exceed  three-quarters 
of  an  inch;  the  clear  space  between  rail  and  guard- 
rail must  be  two  and  one-quarter  inches. 

They  must  immediately  replace  broken  or  other- 
wise unsafe  cross-ties  and  rails.  Every  Section  Fore- 
man must  keep  on  hand  for  that  purpose  at  least 
fifty  cross-ties  and  a  half  dozen  rails.  Worn  out  and 
broken  rails  must  be  gathered  up  and  piled  near  the 
car-house.  Rotten  and  broken  cross-ties  must  be 
burned.  Old  spikes  must  be  saved  and  used  again  if 
good,  otherwise  they  must  be  put  in  the  scrap  pile. 

They  are  responsible  for  all  tools  and  materials  in 
their  charge.  They  must  keep  an  exact  account  of 
them,  and  report  as  directed  to  the  Supervisor.  They 
must  not  sell  nor  loan  them  under  any  circumstances, 
and  must  see  that  they  are  not  lost  or  stolen.  All 
damage  or  loss  caused  by  the  negligence  of  the  Fore- 
men will  be  paid  for  by  them. 

They  must  keep  under  lock  in  the  tool-house  all 
tools  and  all  portable  matierial,  such  as  bolts, 
spikes,  washers,  chairs  and  light  scrap. 

They  must  box  up  and  ship  scrap-iron  with  old 
rails,  on  regular  freights,  as  may  be  directed  by  the 
Roadmaster. 

They  must  make  requisition  in  writing  to  the  Su- 
pervisor, and  give  receipts  for  the  material  and  tools 
furnished  to  them. 

They  will  assist,  in  case  of  accident,  with  their 
whole  force  at  all  times,  day  or  night,  whether  on 
their  own  section  or  not,  and  work  under  the  direc- 


SOUTHERN    ROADS.  299 

tion  of  the  Conductor  until  the  arrival  of  the  Super- 
visor or  Roadmaster,  or  other  superior  officers. 

They  must  report  immediately  in  writing  to  the 
Supervisor: 

1st.  All  accidents  occuring  on  their  section,  with 
all  the  facts  relating  to  them. 

2nd.  All  injuries  to  persons  or  stock,  on  the 
proper  blank. 

3rd.  All  damage  by  fire,  giving  the  cause  of  the 
fire,  nature  and  extent  of  the  damage  done,  exact  lo- 
cality, and  the  name  of  the  owner  of  the  property 
damaged. 

4th.  All  failures  of  trainmen  to  respect  their  sig- 
nals, giving  the  number  of  train  and  engine. 

5th.     All  broken  rails,  on  proper  blank. 

They  must  keep  a  record  of  the  time  of  the  men 
and  the  materials  used;  and  must  hand  or  send  to  the 
Supervisor,  on  the  first  day  of  every  month,  the  time- 
books  and  monthly  report  of  materials  and  tools. 
The  time-books  must  be  written  up  every  night. 

INSTRUCTIONS  TO  CONDUCTORS  ON  CONSTRUCTION  TRAINS. 

Conductors  on  construction  trains  report  to  and 
receive  their  instructions  from  the  Roadmaster  and 
Supervisor.  They  must  obey  all  orders  for  the  safe 
movement  of  their  train  from  the  Train  Dispatcher, 
and  observe  strictly  all  time-table  rules. 

They  have  charge  of  all  the  men  employed  on  their 
train. 

They  must  take  good  care  of  the  cars  in  their  train, 
and  see  that  the  brakes,  couplings  and  journal-boxes 
are  kept  in  good  running  order.  Cars  must  not  be 
run  with  defective  brakes,  wheels  or  boxes. 

They  must  use  skids  in  unloading  steel   and   iron 


300  MAINTENANCE   OF   WAY   STANDARDS. 

rails,  frogs  and  crossings,  and  handle  them  with  care, 
to  avoid  bending  or  otherwise  injuring  them.  In 
unloading  all  material,  proper  care  must  be  used  to 
avoid  injuring  it  or  rolling  in  down  embankments. 

They  must  follow  the  direction  of  the  Supervisor 
in  regard  to  the  proper  distribution  of  all  track  and 
ballast  material,  so  as  to  avoid  unloading  more  or  less 
than  is  needed  in  each  place. 

They  must  keep  the  men  employed  while  waiting 
on  sidings  for  the  right  of  track,  and  will  not  leave 
the  train  under  any  circumstances  without  permission 
from  the  Roadm  aster. 

They  will  promptly  report  to  the  Train  and  Road- 
master  all  accidents  to  their  train,  all  damage  done, 
and  necessary  repairs  to  their  cars,  caboose,  or  en- 
gine, and  all  violation  of  rules  by  Section  Foremen. 

They  will  report  weekly,  on  the  proper  blank,  the 
work  done  by  their  train  and  the  time  of  their  men. 

They  shall  not  allow  any  one,  except  an  officer  oi 
properly  authorized  employe  of  the  Railroad  Com- 
pany, to  ride  on  construction  trains. 

RULES   FOR    ROAD   WATCHMEN. 

Road  Watchmen  report  to  and  receive  their  in- 
structions from  the  Section  Foremen  and  Supervisor. 

Road  Watchmen  must  carefully  examine  the  rails; 
observe  that  switches  are  set  and  locked  for  the  main 
track;  see  that  cars  left  on  sidings  fully  clear  the 
main  track,  and  that  the  doors  of  loaded  cars  are  lock- 
ed; also  examine  buildings  and  other  property  of  the 
Company,  and  protect  them  from  theft  and  fire. 
Should  an  obstruction  to  the  track  occur,  they  must 
at  once  display  danger  signals  in  both  directions,  and 
immediately  send  word,  if  possible,  to  the  Section 


SOUTHERN    ROADS.  301 

Foreman.  Night  watchmen,  before  going  off  duty, 
must  always  notify  the  Section  Foremen  of  the  trains 
due  which  have  not  passed,  and  of  any  other  matters 
requiring  attention. 

RULES   FOR   SWITCH   TENDERS. 

Switch  Tenders  report  to  and  receive  their  instruc- 
tions from  the  Supervisor;  in  yards  they  are  under 
the  direction  of  the  Station  or  Yard  Master. 

They  are  responsible  for  the  safety  of  trains  pass- 
ing the  switches  under  their  charge,  and  this  duty 
requires  the  closest  attention,  as  any  neglect  may 
cause  serious  accident. 

They  must  keep  the  switches  locked  for  the  main 
track,  except  when  passing  trains  to  or  from  the 
branch  track  or  siding. 

They  must  always  be  on  the  watch  for  the  approach- 
ing trains,  and  give  the  safety  signal  if  all  is  right 

They  must  carefully  examine  the  condition  of  the 
switches,  keep  them  clear  of  snow  or  other  obstruc- 
tions, and  promptly  report  to  the  Section  Foreman 
any  defects. 

When  day  and  night  switch  tenders  are  employed, 
they  must  not  leave  their  posts  until  relieved  by  each 
other,  and  the  one  going  off  duty  must  inform  the 
one  coming  on,  of  the  trains  due  which  have  not 
passed. 

INSTRUCTIONS  TO  GENERAL  FOREMEN   OF    BRIDGES    AND 
BUILDINGS. 

General  Foremen  of  Bridges  and  Buildings  re- 
port to  and  receive  their  instructions  from  the  Super- 
intendent. 

They  have  charge  of  all  bridges,  viaducts  and  tres- 


302  MAINTENANCE   OF   WAY   STANDARDS. 

ties,  including  stringer  bridges  over  open  culverts 
and  highway  bridges.  Also  of  all  buildings'  includ- 
ing depots,  platforms,  cattle-pens,  engine-houses, 
shop  turn-tables,  water-tanks,  coal-schutes  and  track 
scales.  They  are  responsible  for  their  maintenance 
in  a  perfect  state  of  repair  and  adjustment.  '  They 
must  employ  the  laborers  and  mechanics. 

They  are  responsible  for  the  safe  keeping  and  eco- 
nomical use  of  all  material  and  tools.  Their  requisi- 
tions for  the  necessary  material  and  tools  must  be 
addressed  to  the  Purchasing  agent.- and  approved  by 
.the  Superintendent.  . 

They  must  receive  and  inspect  personally  all  ma- 
terial and  tools  delivered  to  them,  and  reject  all  such 
as  are  not  in  accordance  with  specifications. 

They  must  return,  on  the  first  day  of  every  month, 
to  the  Superintendent,  the  time  rolls  for  the  month 
preceding,  prepared  from  the  time-books  of  the 
Foremen  of  the  gangs,  and  a  classification  of  the 
labor  and  material  used  during  the  month  for  each 
structure. 

They  must  inspect  personally,  at  least  every  three 
months,  every  structure  on  the  line,  arid  report  on 
their  general  condition  to  the  Superintendent  at  the 
end  of  the  quarter. 

They  must  thoroughly  inspect  and  adjust  every 
bridge  on  the  line  during  the  months  of  April  and 
October  of  every  year.  All  the  rivets  of  iron  bridges 
must  be  tried  every  year,  and  the  loose  ones  replaced. 

They  must  personally  supervise  all  important  work 
of  repair  and  adjustment,  and  never  allow  a  gang  to 
leave  a  structure  before  being  satisfied  by  personal 
examination  that  the  work  assigned  to  it  has  been 
properly  done. 


SOUTHERN    ROADS.  303 

They  must  instruct  watchmen  and  bridge-tenders 
on  the  more  important  structures  as  to  their  special 
duties,  and  see  that  the  rules  governing  the  lighting 
of  bridges  and  the  signals  for  trains  and  boats  are 
strictly  observed. 

RULES   FOR    BRIDGE   WATCHMEN. 

Bridge  watchmen  report  to  and  receive  their  in- 
structions from  the  General  Foreman  of  Bridges  and 
Buildings. 

They  must  keep  a  supply  of  water  upon  the  bridges 
at  close  intervals,  and  follow  every  train  with  a 
bucket  of  water,  to  extinguish  any  hot  cinders  that 
may  have  fallen  from  the  engine. 

They  must  keep  the  coping  of  the  abutments  and 
piers  clean,  and  remove  all  cumbustible  matter  from 
the  vicinity  of  the  bridge. 

They  must  frequently  examine  the  timber  and  iron 
work  of  their  bridges,  and  report  promptly  to  the 
general  Foreman  any  decay  or  defect. 

They  must  prevent  all  persons  except  employe* 
from  crossing  the  bridges. 

They  must  observe  the  speed  of  passing  trains,  and 
report  to  the  general  Foreman  any  violation  of  the 
rules. 

When  their  time  is  not  wholly  occupied  with 
watching,  they  will  be  required  to  attend  to  such 
other  duties  as  the  general  Foreman  may  direct. 


CHAPTER   X. 

LOUISVILLE  AND  NASHVILLE  RAILWAY. 

KULES   FOR   SECTION   FOREMEN. 

DITCHING. 

It  is  expected  that  all  new  ditches  will  be  dug,  and 
all  old  ditches  cleaned  for  the  winter  season,  before 
the  first  day  of  November  of  each  year. 

The  direction  of  ditches  must  in  general  be  parallel 
with  the  rails. 

The  outlines  of  ditches  must  be  clearly  defined, 
and  in  determining  their  shape  arid  depth  at  highest 
point,  where  the  descent  of  the  ditch  begins,  Section 
Foremen  must  be  guided  by  the  standard  diagram, 
of  which  they  are  furnished  a  copy.  The  ditches 
must  be  graded  so  as  to  pass  all  water  freely  during 
the  heaviest  rains,  and  to  thoroughly  drain  the  road- 
bed. 

All  earth  taken  from  ditches,  or  elsewhere,  must  be 
dumped  over  the  banks,  and  leveled  off  so  as  to  allow 
complete  drainage  of  water  from  under  the  cross-ties. 

Cross-drains  must  be  put  in  wherever  they  are 
necessary. 

Ditches,  box-drains,  and  culverts  must  be  often  in- 
spected and  cleared  of  all  obstructions.  Masonry 
which  has  been  washed  or  undermined  must  receive 


SOUTHERN    ROADS.  305 

prompt  attention,  and  serious   cases   bo   reported  to 
the  Supervisor  or  Roadmaster. 

Channels  and  streams  for  a  considerable  distance 
to  the  right  and  left  of  the  road  must  also  be  fre- 
quently examined  and  cleared  of  brush,  drift  and 
other  movable  obstructions. 

BALLAST. 

The  object  of  ballast  is  to  get  a  solid  bearing  for 
the  cross-ties  on  a  bed  of  gravel  or  finely  broken  rock, 
uniform  throughout,  to  distribute  the  applied  load 
over  a  large  surface,  to  hold  the  cross-ties  firmly  in 
position,  to  prevent  freezing  in  winter,  to  carry  off 
water  during  rains,  and  to  give  elasticity  to  the  track. 
The  material  in  all  cases  should  be  clear  and' hard,  so 
as  not  to  pack  in  a  solid  mass,  and  thus  prevent  the 
passage  of  water  from  the  track. 

Before  distributing  any  kind  of  ballast,  whether 
rock  or  gravel,  the  subgrade  must  be  properly  pre- 
pared, and  banks  widened  so  that  none  of  the  ballast 
will  be  wasted  or  washed  away. 

Rock  ballast  must  be  broken  evenly  in  pieces, 
which  can  be  passed  through  a  ring  two  inches  in 
diameter. 

Gravel  ballast  should  be  of  a  clear  gravel. 

Places  where  the  ballast  is  very  thin,  or  where 
there  is  none  at  all,  the  filling  should  be  two  inches 
above  the  ties  at  center  of  track,  sloping  uniformly 
to  one  inch  below  the  bottom  at  the  ends  of  cross- 
ties,  and  thence  out  to  the  l>ottom  of  ditch.  Foremen 
should  take  care  to  leave  an  inch  space  under  the 
rails  for  the  passage  of  water  from  the  track. 

There  should  be  a  uniform  depth  of  at  least  twelve 
inches  of  gravel  ballast  under  the  ties.  The  space 


—  306— 
PLATE  CXI. 


o 

I — I 

H 
O 

w 
tn 


w 

PQ 


s 


s 
g 

OQ 


0 


s<>rnii-;i;x  KOADS.  307 

between  the  ties  should  be  filled  up  evenly  with,  but 
never  above,  the  top  of  ties.  From  the  rail  the  bal- 
last should  be  sloped  uniformly  to  subgrade. 

There  should  be  a  uniform  depth  of  at  least  twelve 
inches  of  clear,  fine  broken  stone  under  the  ties. 
The  space  between  the  ties  should  be  filled  up  evenly 
with,  but  never  above,  the  top  of  ties.  From  the 
ends  of  the  cross-ties  the  ballast  should  be  sloped 
evenly  at  the  rate  of  one  to  one  to  subgrade. 

Foremen,  when  preparing  subgrade  or  ballasting 
track,  must  be  guided  by  the  standard  diagram. 

When  a  good  bearing  is  obtained  on  gravel  or 
finely  broken  rock,  the  cross-ties  must  not  be  raised 
until  a  new  bed  of  gravel  or  rock  is  needed. 

Between  main  track  and  sidings  large,  coarse  stones 
may  be  placed  at  the  bottom,  but  not  at  the  end  of 
cross-ties. 

CROSS-TIES. 

The  best  quality  of  cross-ties  must  be  used  for  the 
main  track,  either  of  post  or  white  oak,  yellow  pine, 
or  black  cypress,  perfectly  sound  and  straight.  In 
all  cases  they  must  be  hewed  to  the  exact  thickness, 
with  parallel  face  throughout,,  and  both  bark  and  sap 
wood  entirely  removed. 

Sawed  cross-ties  must  only  be  used  where  it  is 
impossible  to  get  the  required  number  of  hewed  ones. 

With  rock  or  gravel  ballast  the  size  will  be  7"x9" 
by  8J  feet  long. 

On  those  parts  of  the  line  where  ballast  is  not  to 
be  obtained  the  size  of  the  cross- tie  should  be  7"x9" 
by  9  feet  long  except  on  the  N.  O.  $fe  M.  Division, 
where  they  will  be  10  feet  long. 

Where  suspended  joint  with  angle   splice   is   used 


308  MAINTENANCE   OF   WAY   STANDARDS. 

the  proper  spacing  of  ties  is  ten  inches  in  clear 
between  the  edges  of  the  two  joint  ties,  and  not  more 
than  fourteen  inches  between  the  edges  of  the  inter- 
mediate ties.  Where  supported  joint  is  used,  the 
distance  in  the  clear  from  the  joint-tie  to  either  of 
the  shoulder  ties  is  nine  inches;  the  rest  of  the  ties 
are  to  be  spaced  not  more  than  fifteen  inches  apart. 

In  all  new  work  the  cross-ties  must  be  uniformly 
spaced,  with  hearts  turned  down,  and  while  surfacing 
old  work  any  previous  improper  spacing  must  be  cor- 
rected. The  largest  and  best  ties,  if  there  is  any 
variation  in  width,  are  to  be  placed  at  joints,  and  the 
ties  next  to  the  joints  should  be  as  nearly  as  possi- 
ble of  the  same  size. 

Ties  made  from  different  kinds  of  timber  should 
be  laid  in  track  separately  from  each  other. 

The  ends  of.  all  cross-ties  must  be  lined  true  on  the 
east  side  of  the  track,  except  on  curves,  where  the 
inside  of  curve  shall  be  the  line  side  for  ties,  and 
on  double  track,  where  ties  will  be  lined  to  the  out- 
side of  both  tracks. 

Cross-ties  should  never  be  notched,  but  if  neces- 
sary must  be  adzed,  in  order  to  obtain  a  true  and 
uniform  bearing  for  the  base  of  the  rail. 

In  order  to  prevent  foul  joints  in  switches,  arid  to 
protect  switch-rods  in  cases  of  derailment,  all  rods 
for  stub  switches  must,  in  every  case,  be  confined 
between  two  cross-ties  laid  three  inches  apart. 

Every  foreman  will  keep  a  supply  of  wooden  spikes 
in  his  hand  car  house  and  with  his  gang.  While  at 
work  the  invariable  rule  must  be  to  plug  every  hole 
wherever  a  spike  is  drawn. 

Each  Section  Foreman  will  be  supplied  with  wooden 


—309— 
PLATE  CXII. 


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810  MAINTENANCE   OF   WAY   STANDARDS. 

spites  made  by  machinery,  and  supervisors  will  see 
that  none  are  without  them.  In  case  the  stock  is 
exhausted,  and  new  ones  do  not  arrive,  foremen  will 
have  them  made  by  hand  when  no  other  work  can 
be  done. 

When  laying  new  steel  all  old  decayed  ties  must  be 
removed  and  new  ones  substituted.  All  ties  must  be 
put  in  at  right  angle  to  the  track,  and  no  tie  should 
be  put  in  obliquely  to  suit  irregular  joints.  The 
track  must  be  surfaced  so  that  the  new  rail  will  not 
be  battered  or  bent. 

RAILS. 

Steel  or  iron  rails  must  never  be  unloaded  while 
cars  are  in  motion.  The  distribution  of  bars  over  the 
section  must  be  made  carefully. 

All  crooked  and  bent  rails  be  carefully  straightened 
before  they  are  laid  in  the  track. 

All  rails  for  curves  must  be  bent  before  they  are 
laid  in  the  track. 

Steel  rails  will  be  neither  punched  nor  slotted  under 
any  circumstances.  Foremen  must  use  drills  in  mak- 
ing holes  for  bolts  whenever  a  closure  is  made.  No 
joint  must  permanently  remain  without  the  full  num- 
ber of  four  bolts  to  each  joint. 

In  laying  new  steel  rails  the  old  rails  that  are  good 
enough  to  repair  the  track  must  be  used  again  where 
the  same  pattern  of  rail  has  been  laid,  so  that  each 
kind  of  steel  or  iron  may  be  kept  by  itself.  If  not 
needed  for  immediate  use,  it  will  be  neatly  stored  at 
convenient  places,  and  not  left  lying  in  the  ditches. 

Iron  shims,  to  separate  the  rails  at  the  joints,  must 
always  be  used  in  laying  track.  Wooden  chips  will 
not  answer,  and  must  not  be  used.  The  proper  thick 


SOUTHERN    ROADS. 

ness  for  coldest  weather  is  five-sixteenths  of  an  inch ; 
during  spring  and  fall  use  one-eighth  of  an  inch,  and 
in  the  very  hottest  weather  one-sixteenth  of  an  inch 
should  be  allowed;  the  rails  supposed  to  be  of  uni- 
form length. 

This  rule  must  be  carefully  observed,  as  many  seri- 
ous accidents  have  occurred  by  neglecting  this  simple 
method  of  making  proper  allowance  for  expansion. 
Any  rail  or  fastening  is  weak  compared  with  the 
powerful  expansive  force  of  the  sun's  rays. 

The  ends  of  the  rails  in  suspended  joints  must  be 
exactly  midway  between  the  two  joint-ties,  and  the 
joint  on  the  line  of  one  rail  must  be  even  with  the 
center  of  the  opposite  rail.  In  other  words,  the  track 
is  to  be  laid  with  broken  joints. 

In  supported  joints  the  joint  must  be  exactly  over 
the  center  of  the  cross- tie  underneath,  and  the  track 
laid  with  broken  joints. 

All  rails  adjoining  "others  of  a  different  height 
must  have  a  step-chair  to  bring  the  top  of  the  rails  to 
the  same  level,  and  be  connected  with  offset  splices. 

All  rails  joined  to  others  of  different  punching 
must  have  splices  made  to  fit  the  different  punching. 

The  splices  must  be  properly  put  on  with  the  full 
number  of  bolts,  nuts,  and  washers,  or  nut  locks. 
Nuts  must  always  be -kept  screwed  up  tight,  and 
must  be  put  on  with  the  flat  side  turned  in  and  rest- 
ing on  washer. 

Short  rails  are  admissable  only  as  a  temporary  ex- 
pedient on  tangents  and  on  inside  of  curves,  but 
never,  under  any  circumstances,  on  the  out  side  of 
curves.  No  piece  shorter  than  fifteen  feet  should  be 
used  at  all. 


312  MAINTENANCE   OF   WAY   STANDARDS. 

All  rails  must  be  spiked  full  on  both  main  and  side 
tracks — four  spikes  to  each  tie — and  every  spike  must 
be  driven  home  close,  with  a  full  hold  upon  the  rail. 
Spikes  should  be  driven  perpendicularly,  as  the 
under  side  of  the  head  of  spike  is  formed  with  the 
view  of  driving  it  straight,  and  no  spiker  must  lean 
spike  inward  or  outward  to  suit  the  swing  of  his  maul. 

In  suspended  joints  with  flange  splice  the  inside 
splice-bar  is  slotted,  and  spikes  must  be  driven  in 
slots.  But  the  outside  splice-bar  is  not  slotted,  and 
spikes  must  be  driven  close  to  the  rail,  and  at  each 
end  of  the  splice  bar,  taking  a  firm  hold  of  the  base 
of  the  rail.  The  splice  is  thus  closely  confined  be- 
tween the  spikes  driven  into  the  joint-ties.  This  rule 
is  not  to  be  observed,  however,  on  bridges  or  trestles, 
where  spikes  must  never  be  placed  in  the  slots  or  at 
the  ends  of  splice-bars. 

When  new  steel  is  laid  it  must  be  perfectly  lined. 
No  imperfection  in  the  alignment  will  be  permitted. 

On  all  straight  lines  the  top  of  the  rails  must  be 
level  transversely. 

On  all  curves  the  outer  rail  must  be  elevated.  The 
amount  of  this  elevation  is  governed  by  the  degree  of 
curvature,  the  speed  of  the  train,  and  local  conditions 
which  regulate  the  traffic.  As  an  illustration,  a  6  de- 
gree curve  at  the  top  of  a  grade  should  have  less  ele- 
vation than  a  6  degree  curve  at  the  foot  of  a  grade. 
On  double  track  the  track  on  which  trains  run 
against  grade  should  have  less  elevation  than  the 
track  which  runs  with  the  grade,  etc. 

In  future  Foremen  will  elevate  curves  in  accordance 
with  the  following  table,  adapting  the  elevation  as  a 


SOUTHERN    ROADS. 


313 


rule  to  a  speed  of  35  miles  per  hour,  varying,  how- 
ever, in  accordance  with  local  conditions  under 
authority  from  the  Supervisor  or  Roadmaster: 


DEGREE 

OF 

CURVE. 

SPEED  IN  MILES  PER  HOUR. 

25 

30 

35 

40 

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NOTE.  —  No  curve  to  be  ele- 

12 

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vated  more  than  6  inches. 

To  determine  the  degree  of  a  curve  Foremen  should 
have  with  them  at  all  times  a  cord  62  feet  in  length, 
with  a  small  knot  exactly  in  the  middle.  When  this 
cord  is  stretched  so  that  each  end  touches  to 
gauge  side  of  the  outer  rail  of  a  curve,  each  inch  of 
distance  from  the  knot  at  the  center  to  the  gauge 
side  of  the  rail  represents  a  degree  of  curve.  Thus, 
if  the  distance  is  two  inches,  the  curve  is  a  two-de- 
gree curve;  if  six  inches,  a  six-degree  curve. 

The  elevation  of  the  beginning  of  a  simple  curve 
should  be  as  great  as  at  any  other  part  of  it.  To  insure 
smooth  running,  especially  for  trains  at  fast  speed 
the  elevation  must  commence  back  on  the  straight 
line,  and  continue  gradually  until  the  curve  is  reached. 
The  following  table  shows  how  far  from  the  begin- 
ning of  the  curve  the  elevation  should  commence: 


—314— 
PLATE  CXIIL 


SOUTHERN    ROADS.  315 

For  1  inch  elevation  go  back  on  straight  line  60  feet. 
a     o     ;;  **  "  (<  "    120     " 

'     3    "  "   180    " 

and  so  on  at  the  rate  of  60  feet  for  each  inch  of  eleva- 
tion. Where  the  elevation  is  in  fractions  of  an  inch 
the  distance  to  be  measured  back  will  of  course  be 
proportional.  For  instance,  the  distance  to  be  meas- 
ured back  when  the  elevation  is  1£  inches  is  67J  feet. 

Where  transition  or  spiral  curves  are  used  the 
Foreman  will  be  furnished  with  a  diagram  showing 
the  exact  amount  of  elevation  for  each  curve. 

Track-gauges  in  the  possession  of  Foremen  will  from 
time  to  time  be  compared  by  Roadmaster  and  Super- 
visors with  the  standard  in  the  engineer's  office. 

The  track  must  be  laid  to  a  perfect  gauge  on 
straight  lines,  and  also  on  curves  of  4  degrees  and 
under.  For  curves  over  4  degrees  and  under  7  de- 
grees the  gauge  should  be  one-quarter  of  an  inch 
wide;  above  that,  and  under  10  degrees,  one-half  inch 
wide,  and  over  10  degrees  the  gauge  should  be  wid- 
ened one- quarter  of  an  inch,  for  each  additional  2^ 
degrees  of  curvature. 

On  main  line  rail  braces  should  be  used  on  curves 
of  four  degrees  and  over  as  follows: 

On  4°  degree  curve,  2  braces  on  every  fifth  tie. 
"    5°       "  ;<       "       fourth  tie. 

"    6°  "       "      third  tie. 

the  braces  being  used  also  in  pairs,  two  on  one  tie, 
and  on  the  outside  of  the  rails. 

SWITCHES. 

Switches  must  be  laid  in  strict  conformity  with 
standard  plans: 


3L6  MAINTENANCE   OF    WAY    STANDARDS. 

Split  switches  will  be  used  on  all  sidings  turning 
out  from  the  main  track,  except  where  turnouts  are 
from  the  outside  of  curves,  in  which  case  Wharton 
switches  will  be  used.  As  a  rule,  where  sidings  turn 
out  from  side  tracks,  and  in  small  yards,  stub 
switches  may  be  used. 

No  9J  spring  rail  frogs  will  be  used  in  the  main 
track  except  in  yards,  or  at  other  places  where  switch 
engines  are  constantly  employed.  In  such  cases  stiff 
frogs  willjbe  used. 

In  yards  and  other  places  where  tracks  diverge  from 
side  tracks,  No.  7  stiff  frogs  will  always  be  used  when 
practicable. 

Where  rail  of  a  heavier  pattern  is  used  in  the  main 
track  than  in  the  side  track,  the  main  line  pattern 
must  extend  at  least  as  far  on  the  side-track  as  the 
switch  extends.  In  other  words,  compromise  chairs 
and  splices  must  not  be  placed  on  switch  ties. 

The  most  careful  attention  should  be  given  to 
switches  by  foremen  and  track-walkers.  They  should 
work  easily,  and  have  no  lost  motion.  The  tongue- 
rails  should  fit  snugly  Up  to  the  stock-rail.  The  tim- 
bers should  be  sound,  well  lined  and  properly  spaced. 
Guard-rails  in  main  tracks  should  be  used  in  front  of 
splits  and  opposite  frogs  in  strict  accordance  with 
the  standard  plan. 

In  yards,  where  practicable,  guard-rails  will  be 
omitted  on  account  of  danger  to  switchmen.  When 
used  they  must  invariably  be  filled  with  cinders  and 
screenings. 

High  switch-stands  will  be  used  in  turnouts  from 
the  main  track.  Where  two  stands  are  close  together 
on  the  same  side  of  the  track  the  target-rod  of  one 


— 3*7 — 
PLATE  CXIV. 


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818  MAINTENANCE   OF    WAY    STANDARDS. 

should  ?>e  shortened,  so  that  engine-men  can  plainly  see 
both  lights. 

Safety  switches  must  be  used  on  all  sidings  when 
the  grade  descends  toward  the  main  track. 

Targets  must  be  exactly  at  right  angle  to  the  track, 
and  the  color  kept  clean  and  bright.  Lamps  must  be 
cleaned  and  filled  every  day;  they  must  be  lit  by  sun- 
down and  not  put  out  until  sunrise. 

Track-walkers  must  never  pass  a  switch  without 
examining  it  carefully  to  see  that  all  bolts  are  tight 
and  in  good  order,  and  keeper-pins  (if  there  be  any) 
in  place. 

The  head  blocks  of  switches  must  be  kept  firmly 
tamped  at  all  times,  or  lamps  will  be  shaken  out. 

Foremen  must  report  promptly  by  telegraph  to  the 
Superintendent  and  Roadm aster  when  new  switches 
are  put  in,  when  switches  are  spiked  down,  or  when 
switches  which  have  been  out  of  order  are  repaired 
and  ready  for  use. 

WATCHING. 

During  heavy  rains  and  storms  Section  Foremen 
must  take  every  precaution  to  prevent  accidents;  all 
hands  must  be  placed  on  duty,  and  every  part  of  the 
section  watched.  They  must  be  supplied  with  the 
necessary  signals  and  torpedoes  to  stop  trains.  After 
every  freshet  culverts  and  drains  must  be  inspected, 
and  all  drift-wood  immediately  removed. 

The  importance  of  the  track  walker  is  next  to  that 
of  the  Foreman.  The  Foreman  will  send  an  experi- 
enced and  reliable  man  every  morning  to  walk  over 
the  whole  section.  This  man  must  start  on  his  trip 
of  inspection  in  a  direction  opposite  to  that  in  which 


SOUTHERN    ROADS.  319 

the  section  force  goes  out.  The  track- walker  should 
carry  with  him  a  few  bolts  and  spikes,  a  wrench  and 
a  tamping  pick.  He  is  expected  to  put  in  missing 
bolts,  tighten  loose  nuts,  replace  broken  spikes,  and 
raise  low  joints;  to  examine  carefully  all  joints  and 
rails,  and  to  look  for  broken  rails  and  burned  joint  ties, 
and  to  examine  all  bridges  and  trestles  where  there 
is  no  watchman,  and  switches,  switch-locks  and  frogs 
closely.  He  must  look  for  and  pick  up  all  spikes, 
bolts,  nuts,  washers,  etc.,  and  put  them  where  Fore- 
men can  get  them.  He  must  look  for  and  put  out  all 
fires  that  are  burning,  and  put  up  all  fences  that  are 
down,  close  farm  gates,  and  do  everything  he  can  to 
prevent  stock  from  wandering  on  the  track.  He 
must  be  provided  with  the  proper  flags,  torpedoes, 
etc.,  for  use  in  stopping  trains,  and  must  be  in- 
structed how  to  use  them. 

Foremen  are  required  to  pass  over  the  whole  of  their 
sections  at  least  twice  every  week,  between  the  first 
day  of  April  and  the  first  day  of  November,  and  every 
alternate  day  between  the  first  of  November  and  the 
first  of  April,  and  to  observe  particularly  the  condi- 
tion of  the  main  track,  sidings,  culverts,  cattle  guards, 
bridges,  and  fences.  They  must  always  have  with 
them  the  latest  time  table,  for  the  movement  of  trains, 
and  must  understand  its  use,  and  know  the  time  of 
all  trains  at  whatever  point  they  may  stop  to  work. 

Foremen  of  repair  gangs,  as  well  as  bridgemen  and 
construction  trains,  must  never  obstruct  the  track 
in  any  way  whatever  without  protecting  themselves 
with  the  proper  signals. 

Red  signifies  danger,  and  is  a  signal  to  stop  trains, 
and  must  be  used  for  no  other  purpose. 


820  MAINTENANCE   OF   WAY   STANDARDS. 

Green  signifies  caution,  and  is  a  signal  to  run  slowly. 
Green  signals  will  be  used  when  the  track  is  unsafe 
for  trains  at  full  speed,  but  in  sufficiently  good  con- 
dition for  trains  to  run  slowly  over. 

An  explosive  cap  or  torpedo,  placed  on  the  top  of 
the  rail,  is  a  signal  to  be  used  in  addition  to  the  regu- 
lar signals.  The  explosion  of  one  torpedoe  is  a  signal 
to  stop  immediately.  The  explositon  of  two  torpe- 
does is  a  signal  to  reduce  speed  immediately.  These 
signals  will  be  used  by  Section  Foremen  when  nec- 
essary. 

Special  trains  or  engines  may  pass  over  the  road  at 
any  time  without  previous  notice,  and  Foremen  must 
be  prepared  for  them.  Anything  that  interferes  with 
a  safe  passage  of  trains  is  an  obstruction,  and  must 
not  be  attempted  without  using  the  proper  precau- 
tion. Employes  are  permitted  to  use  the  track  for 
making  repairs  to  within  twenty  minutes  of  the  time 
of  passenger  trains,  but  always  under  cover  of  the 
proper  signal. 

Signals  must  be  placed  at  least  fifteen  telegraph 
poles  in  both  direction  from  place  where  track  is  ob- 
structed, or  unsafe  for  fast  running  of  trains.  They 
must  be  firmly  and  conspicuously  planted  in  the 
ground  on  the  side  of  enginemen  of  approaching 
trains.  On  heavy  grades  and  sharp  curves  the  dis- 
tance will  be  increased  to  allow  trainmen  more  time 
in  stopping  trains.  In  all  cases  the  staff  with  hor- 
izontal arm  must  be  used,  so  as  to  display  fully  the 
whole  flag  even  in  the  calmest  weather. 

If  danger  signals  be  required,  a  red  flag  by  day  and 
a  red  lamp  by  night  will  be  used.  Under  no  circum- 
stances must  a  red  signal  be  left  without  a  man  in 


—321— 

PLATE  CXV. 


CO 


322  MAINTENANCE   OF    WAY   STANDARDS. 

charge.  This  man  in  daylight  should  be  provided 
with  track  tools,  in  order  that  he  may  work  in  the 
near  vicinity  of  the  flag. 

If  cautionary  signal  be  required,  a  green  flag  by 
day  and  a  green  lamp  by  night  will  be  used. 

Foremen  must  carefully  observe  the  signals  carried 
by  trains,  and  be  sure  that  all  following  trains,  run- 
ning on  the  same  schedule,  have  passed  "before  ob- 
structing the  track.  They  must  also  watch  all  pass- 
ing trains  closely  for  messages  that  may  be  thrown 
off. 

Section  Foremen  must  notice  whether  special 
watchmen  attend  to  their  duties  by  frequently  visit- 
ing them  at  night,  and  reporting  them  if  found  neg- 
ligent. 

Watchmen  must  be  provided  with  the  proper  lamps, 
flags,  and  torpedoes  for  stopping  trains  and  must  be 
instructed  how  to  use  them. 

All  sound  and  unsound  trees  which  are  in  danger  of 
falling  on  the  track  during  high  winds,  should  be 
cut  down.  If  not  on  the  company's  property,  the 
owner  of  the  land  should  be  consulted,  and  if  he  ob- 
jects the  facts  should  be  reported  and  instructions 
asked. 

Whenever  wood,  cross- ties,  lumber,  or  other  mate- 
rial is  piled  along  the  track,  notice  must  be  taken  by 
Section  Foremen  that  it  is  at  least  seven  feet  out  from 
the  rail.  If  found  nearer  it  must  be  at  once  removed 
to  the  proper  distance.  Signals  or  mile  posts  must 
not  be  placed  nearer  the  rail  than  six  feet. 

Every  Foreman  will  engage  in  his  work  personally, 


SOUTHERN   ROADS.  323 

and  must  require  all  laborers   under  him  to  faithfully 
perform  their  duties. 

MATERIAL. 

Section  Foremen,  as  well  as  Supervisors  and  Road- 
masters,  will  make  requisitions  in  writing  for  all  nec- 
essary material,  such  as  cross-ties,  spikes,  chairs 
splices,  bolts,  nuts,  washers,  and  tools,  and  will  hand 
them  to  their  immediate  superior  officer. 

Section  Foremen  will  be  held  strictly  responsible 
for  all  tools  and  material  left  in  their  charge.  They 
must  report  promptly  any  loss  of  the  same  to  their 
immediate  superior  officer.  They  will  not  be  permit- 
ted to  lend  the  tools  or  material  of  the  company  to 
any  person  under  any  circumstances. 

All  material  new  or  old,  must  be  kept  locked  up  in 
tool  houses  as  far  as  possible,  or  under  the  eye  of  the 
Section  Foreman. 

Section  Foremen  will  have  care  of  and  be  responsi- 
ble for  all  loose  property  of  the  company,  such  as 
wood,  ties,  lumber,  scrap  iron,  etc.,  and  will  notice 
that  none  of  it  is  lost  or  stolen. 

All  spikes  in  the  track,  must  be  carefully  drawn, 
with  the  view  to  use  them  again.  No  old  ties  are  to 
be  thrown  aside  with  spikes  left  in  them.  All  old 
spikes  which  can  not  be  used  again  must  be  carefully 
gathered  up  and  well  boxed,  or  put  in  kegs  securely 
fastened.  The  Section  Foremen  will  ship  them  by 
regular  freight,  with  bill  of  lading,  to  headquarters, 
as  may  be  directed  for  each  division  of  the  road. 

Each  Foreman  is  charged  with  the  amount  of  new 
spikes  furnished  him,  and  the  accounts  at  the  end  of 


324  MAINTENANCE  OF   WAY  STANDARDS. 

every  six  months  should  show  nearly  the  same 
amount  of  new  spikes  furnished  and  old  ones  re- 
turned, provided  no  new  tracks  are  laid. 

In  uncoupling  rail  no  tight  nuts  or  bolts  must  be 
knocked  off  with  the  hammer.  They  must  be  oiled 
and  properly  taken  off  with  wrench. 

All  scrap  rail  should  be  piled  up  at  side  tracks 
ready  for  shipment  by  freight.  All  the  iron  on 
hand  for  the  repairs  of  tracks  must  be  well  assorted, 
and  neatly  piled. 

ACCIDENTS. 

In  case  of  accidents  to  trains  the  nearest  Section 
Foreman  will  at  once  take  his  whole  force  to  the  assist- 
ance of  the  train,  even  if  it  is  not  on  his  own  section. 
Conductors  always  send  for  assistance  to  the  nearest 
section-house,  and  section  men  must  obey  at  all  times, 
night  or  day,  any  call  from  conductors  or  engineers 
of  trains  in  distress.  If  notified  of  broken  rails  on 
adjoining  sections,  they  will  at  once  go  and  make  the 
track  safe  for  passage  of  trains. 

When  assisting  a  train  delayed  by  an  accident  Sec- 
tion Foremen  will  act  under  the  direction  of  the  con- 
ductor until  the  arrival  of  the  Supervisor  or  Road- 
master. 

Incase  of  a  wreck,  foremen  must  at  once  appoint  the 
necessary  watchmen  to  prevent  freight  or  company's 
property  from  being  stolen.  Said  watchmen  are  to 
remain  on  duty  until  the  goods  are  removed. 

In  case  of  injury  to  any  person,  caused  by  the  oper- 
ation of  the  road,  an  immediate  report  must  be  made 
by  the  Section  Foreman  to  the  Supervisor  or  Road- 


—325— 
PLATE  CXVI. 


326  MAINTENANCE  OF   WAY   STANDARDS. 

master,   so   that   the   office   whose  duty  it  is  to  take 
action  in  such  matters  can  be  notified. 

HAND  AND  PUSH-CARS. 

When  hand  or  push-cars  are  not  in  actual  use  they 
must  be  lifted  off  the  track,  and  placed  entirely  clear 
of  passing  trains.  When  not  within  sight  of  the 
men  they  must  be  locked,  and  no  car  shall  be  used 
without  the  knowledge  of  the  Section  Foreman. 

In  no  case  is  it  allowed  to  attach  a  hand  or  push- 
car  to  a  train  in  motion. 

Rails  must  never  be  carried  on  hand-cars,  except  in 
case  of  an  emergency. 

Great  care  must  be  exercised  when  it  is  necessary 
to  use  hand  or  push-cars  during  foggy  weather  or  in 
the  night.  Foremen  must  always  accompany  the  car. 

Push-cars  must  not  be  run  on  main  track,  except 
under  protection  of  red  flags. 

No  car  will  be  run  at  night  or  on  Sunday,  except  in 
case  of  actual  necessity.  All  damages  to  cars,  or  to 
company's  material  or  tools  in  charge  of  the  Foreman, 
caused  by  his  own  neglect,  will  be  paid  for  by  him. 
Cars  must  be  kept  under  lock  and  key  and  in  no  case 
be  used  for  personal  purposes. 

WATER  STATIONS   DURING   FREEZING   WEATHER. 

During  extreme  cold  weather,  when  water-stations 
are  likely  to  suffer  by  frost,  Foremen  011  whose  sec- 
tion a  water-station  is  located,  if  called  upon  by  the 
pumper,  will  send  a  man  to  the  tank  who  shall  keep 
up  a  fire  in  the  stove  during  the  night,  and  see  that 
everything  is  in  working  order  during  the  absence  of 
the  pumper.  The  Section  Foreman  will  put  the  ex- 


SOUTHERN    ROADS.  327 

pense  of  this  in  bis  time-book,  properly  classified,  and 
charged  to  the  respective  water-station. 

POLICING. 

Too  much  stress  can  not  be  laid  with  Foremen 
upon  the  necessity  of  preserving  a  neat  and  orderly 
appearance  about  their  sections.  A  few  hours  work 
each  week  devoted  to  cleaning  up  and  putting  things 
in  order  around  section  houses,  station  grounds,  etc., 
will  give  an  appearance  of  order  and  attention  to  his 
duties  on  the  part  of  a  Foreman  that  will  meet  with 
quick  appreciation  from  his  superior  officers. 

Foremen  will  make  themselves  familiar  with  all  the 
boundary  lines  of  the  company's  property  on  their 
respective  sections,  and  see  that  no  person  en- 
croaches upon  them. 

No  person  is  allowed  to  erect  fences  and  buildings 
or  otherwise  occupy  the  company's  grounds  without 
special  permit.  Any  such  action  must  be  reported 
in  a  written  statement  to  the  Supervisor  or  Roadmas. 
ter,  giving  the  name  and  residence  of  the  party,  and 
all  facts  bearing  upon  the  subject. 

Cross-ties  partly  burned  by  fire  dropped  from  en- 
gines must  be  at  once  replaced. 

All  the  old  ties  which  are  taken  from  the  track 
must  be  gathered  up  at  the  close  of  each  day,  and  put 
in  some  convenient  place  for  burning,  fuel,  or  fenc- 
ing. When  stumps  are  close  by  pile  around  them, 
and  thus  get  rid  of  both  at  one  burning. 

Foremen  will  pay  particular  attention  to  the  tele- 
graph wires,  and  see  that  they  are  not  obstructed  or 
down  on  the  ground.  If  broken  or  crossed  they  must 


328  MAINTENANCE   OF    WAY   STANDARDS. 

be  repaired  at  once  in  a  temporary  manner,  and  no- 
tice sent  to  the  nearest  office  by  special  messenger. 

All  highway  and  farm  crossings  must  be  kept  in 
the  best  possible  repair,  and  not  obstructed  by  any 
material.  Foremen  are  specially  directed  not  to  leave 
hand  or  repair  cars  unnecessarily  on  crossings. 

All  side  tracks  must  be  maintained  in  good  order, 
and  the  platform  and  station  grounds  should  always 
present  a  cleanly  appearance. 

All  switch  signals  must  be  kept  bright  and  in  good 
order. 

Weeds,  bushes,  trees  and  grass  growing  on  the  right 
of  way  must  be  cut  down  close  to  the  ground  over  the 
entire  section  before  seed  time.  They  must  be  col- 
lected and  burned  promptly  during  the  month  of 
August.  In  burning  rubbish  so  gathered,  care  is  to 
be  taken  that  the  adjoining  fences  are  not  injured  by 
fire. 

The  sod  line  should  be  neatly  and  accurately  cut 
seven  feet  from  and  parallel  with  the  rail  on  each 
side  of  the  track. 

Section  forces  must  pick  up  each  day  any  material 
dropped  from  engines  and  cars,  such  as  draw  bars, 
car  doors,  brakes,  bolts,  nuts,  or  other  property  be- 
longing to  the  company,  and  take  it  to  the  tool-house, 
from  whence  it  will  be  shipped  as  directed. 

All  packages  or  articles  of  freight  that  may  fall 
from  any  train  must  be  taken  to  the  nearest  station 
agent,  who  will  forward  to  the  Superintendent. 

Foremen  must  pay  attention  to  the  condition  of  the 
wood  yards  on  their  respective  sections.  They  must, 
see  that  the  wood-platforms  are  properly  filled  for  the 


SOUTHERN    ROADS.  329 

trains;  that  no  pieces  are  left  in  the  ditches;  and  that 
the  yards  are  neat  and  clean. 

,     REPORTS. 

The  time-books  must  be  written  up  every  night  of 
of  the  day  which  has  closed.  The  time  of  Formen 
and  men  must  be  given  for  each  kind  of  work  under 
the  proper  heading  in  the  book. 

Time  books,  as  well  as  monthly  reports  of  all  tools 
and  material  on  hand,  whether  good  or  bad,  and  re- 
ports of  new  tools  and  materials  received  during  the 
month,  must  be  handed  by  the  Foreman  to  his  su- 
perior officer  on  the  last  day  of  each  month,  together 
with  requisition  for  such  new  tools  and  material  as 
may  be  required. 

When  an  employe  is  discharged  the  Foreman  will 
make  out  and  hand  to  him  a  discharge  check  for  his 
time,  and  write  on  the  page  of  the  time  book  contain- 
ing the  employe's  name:  "Discharged,  and  time 
given." 

Section  Foremen  will  promptly  report  in  writing  to 
their  immediate  superior  officer,  any  failure  of  train- 
men to  respect  their  signals,  giving  the  number  of 
train  and  engine. 

Section  Foremen  must  report  all  freight  trains 
which  they  may  notice  passing  by  at  a  higher  speed 
than  schedule  time  allows;  and  also  report  promptly 
to  their  immediate  superior  any  other  carelessness  or 
misdemeanor  of  trainmen. 

They  will  report  all  accidents  occurring  on  their  sec- 
tions by  telegraph  to  the  Headmaster  and  Superin- 
tendent, as  soon  as  possible,  according  to  special  in- 
structions, giving  in  brief  the  nature  of  the  accident. 


—330— 
PLATE  CXVII. 


SOUTHERN    KOADS. 

The  telegram  must  be  followed  by  a  full  report  on 
the  proper  blank,  and  given  or  sent  by  the  Foreman 
to  his  superior  officer. 

In  cases  of  very  serious  accidents,  requiring  a  col- 
lection of  forces  and  material,  Foremen  must  immedi- 
ately report  by  dispatch  in  full  to  both  the  Superin- 
tendent and  Roadmaster. 

Foremen  will  promptly  report  all  horses,  cattle, 
sheep  and  hogs  killed  or  crippled  by  a  train  on  their 
sections,  on  proper  blanks  furnished  them. 

An  immediate  report  in  writing  must  be  made  by 
the  Section  Foreman  to  his  superior  officer  of  all 
fences  burnt,  or  other  property  and  material — whether 
belonging  to  the  company  or  to  private  parties — de- 
stroyed by  fire  from  the  sparks  of  passing  locomo- 
tives. The  report  should  state  the  location,  the  exact 
damage  done,  the  lineal  feet  of  fencing  destroyed,  if 
any,  and  the  owner  of  the  property. 

GENERAL  RULES. 

Section  Foremen  must  remember  that  while  their 
particular  duty  is  to  look  after  their  own  sections,  to 
keep  them  in  safe  running  order,  and  to  steadily  im- 
prove their  condition,  they  must  not  fail  to  do  every- 
thing to  make  the  road  secure;  and  to  prevent  acci- 
dents, even  though  they  may  have  to  perform  the 
duty  of  some  other  man. 

Section  Foremen  are  not  at  liberty  to  excuse  any 
neglect  of  their  men  in  the  performance  of  duty,  but 
are  required  to  discharge  them  in  all  cases  upon  the 
first  evidence  of  unfaithfulness. 

Section  Foremen  may  discharge  or  suspend  from 
duty  any  employe  under  their  control. 


332  MAINTENANCE   OF    WAY   STANDARDS. 

They  must  not  engage  more  than  the  regular  force 
allowed. 

Employes  of  this  department  who  leave  the  service 
of  the  company  of  their  own  accord  will  not  receive 
pay  for  their  service  until  the  regular  pay-day  in  the 
month  following  that  in  which  they  leave  the  service. 
Foremen  must  so  inform  men  before  engaging  them. 

Each  Foreman  will  be  provided  with  one  switch 
key,  for  which  a  receipt  will  be  taken.  In  case  h  e 
does  not  return  key  *dien  leaving  the  service  of  the 
company,  fifty  cents  will  be  deducted  from  the 
amount  due  him.  The  same  deduction  will  be  made 
should  the  Foreman  lose  his  key  and  still  continue 
in  the  service. 

Trackmen  must- not  wear  red  shirts  as  outer  gar- 
ments, as  they  may  be  mistaken  for  danger  signals. 

Foremen  must  compare  their  watches  at  least  each 
alternate  day,  and  daily  when  practicable,  with  the 
watches  of  conductors,  enginemen,  or  supervisors. 
Once  in  three  months  Foremen  should  endeavor  to 
send  their  watches  to  the  Division  Inspector  for  ex- 
amination, or,  at  least,  note  carefully  the  variation  of 
their  watches  on  the  pocket  rate  card  (which  will  be 
supplied  by  the  supervisor  upon  request),  and  for- 
ward it  to  the  Inspector. 

FOR  CONDUCTORS  OF  CONSTRUCTION  TRAINS. 

The  conductors  of  all  work  trains  are  appointed  by 
the  Headmaster,  subject  to  the  approval  of  the  Divis- 
ion Superintendent,  and  are  responsible  for  the 
safety  and  proper  care  of  their  trains,  for  the  good 
conduct  of  all  the  men  employed  thereon,  and  for  any 
material  intrusted  to  their  care. 


SOUTHERN    ROADS.  333 

They  must  obey  all  orders  for  the  safe  movement 
of  their  trains  from  the  train  dispatcher  or  division 
superintendent,  and  they  must  faithfully  observe  all 
time-card  rules. 

Any  violation  of  the  existing  time-card  rules  is  at 
once  followed  by  suspension  from  the  charge  of  di- 
recting the  movement  of  the  train,  but  the  conductor 
will  still  remain  in  charge  of  all  the  men,  and  will 
be  responsible  for  the  proper  execution  of  all  con- 
struction work,  until  investigations  are  made,  and  he 
is  reinstated  or  dismissed.  In  such  cases  the  divis- 
ion superintendent  will  immediately  appoint  a  man 
to  have  temporary  charge  of  the  safe  movement  of  the 
train  only  until  the  case  is  decided,  and  a  new  ap- 
pointment made  by  the  Headmaster.  Under  no  cir- 
cumstances should  a  delay  in  the  construction  work 
occur. 

No  one  except  an  officer  of  the  road  is  permitted 
to  ride  on  construction  trains. 

Conductors  of  all  work  trains  must  see  that  all  the 
the  ditching  and  boarding-cars  are  in  good  running 
order;  that  the 'boarding-cars  are  neat  and  clean  at 
all  times;  and  that  good  substantial  food  is  furnished 
to  the  men. 

They  must  study  the  rules  and  instructions  issued 
to  all  track  and  bridgemen,  and  fully  familiarize 
themselves  with  all  kinds  of  work  pertaining  to 
the  maintenance  of  track. 

Ditches  must  be  cut  as  per  direction  to  Section 
Foremen. 

The  greatest  care  must  be  taken  in  unloading  ma- 
terial. Steel  and  iron  rails  must  never  be  unloaded 


334  MAINTENANCE   OF   WAY   STANDARDS. 

while  cars  are  in  motion ;  and  skids  must  be  used  to 
prevent  bending  and  breaking  the  rails.  In  unload- 
ing new  rail,  car  initial  and  number  must  be  written 
down  in  memorandum  book,  and  number  and  lengths 
of  all  rail  on  each  car  carefully  recorded  and  reported. 

Conductors  must  always  notify  the  proper  super- 
visor when  ordered  by  the  Roadmaster  to  distribute 
material,  such  as  cross-ties,  iron  and  ballast,  so  that 
the  supervisor  can  in  all  cases  be  with  the  train  when 
it  is  distributing  material  on  his  own  division. 

Conductors  must  not  give  or  sell  any  employe 
wood  or  material  without  the  proper  order  from  the 
Roadmaster. 

Conductors  must  make  such  monthly  reports  as  are 
directed. 

On  Monday  of  each  week  they  must  send  to  the 
Roadmaster 'a  written  report  of  all  the  delays  experi- 
enced during  the  past  week  on  account  of  not  receiv- 
ing orders  promptly,  or  from  other  causes. 

From  the  first  day  of  December  to  the  first  day  of 
March  they  must  always  spend  the  night  at  a  tele- 
graph station;  and  observe  the  same  rule  during  the 
rest  of  the  year,  when  it  can  be  done  without  losing 
time. 

Whenever  conductors  of  construction  trains  have 
delays  at  a  station,  whether  in  waiting  for  orders  or 
from  other  causes,  they  must  keep  the  whole  force 
employed.  There  is  no  place  on  the  line  where  some 
kind  of  work  is  not  needed,  and  no  time  will  be 
wasted  by  a  good  conductor.  When  delays  occur, 
the  men  should  be  set  to  work  on  sidings  at  cleaning 


SOUTHERN    ROADS.  335 

station  grounds,  weeding,  ditching,  ballasting,  or 
whatever  other  work  is  mostly  needed. 

In  case  of  accidents  to  trains  they  will  hasten  to 
give  assistance  as  soon  as  called  upon  by  the  division 
superintendent  or  train  dispatcher,  and  they  must  do 
everything  in  their  power  to  facilitate  the  quick  and 
safe  passage  of  trains.  They  will  take  full  charge  of 
any  wreck  until  the  arrival  of  the  Supervisor  or  Road- 
master.  When  wrecked  cars  are  burned  the  numbers 
and  initials  must  be  carefully  noted  and  reported  to 
the  Roadmaster. 

Conductors  must  report  at  once  in  writing,  to 
Roadmasters  whenever  inadequate  motive  power  or 
incompetent  enginemen  are  furnished  them. 

Whenever  it  is  necessary  for  them  to  leave  the 
train  they  must  ask  permission  to  do  so  from  the 
Roadmaster,  and  also  notify  the  train  dispatcher,  so 
that  in  case  of  accident  the  Supervisor  or  Roadmas- 
ter can  take  the  train  or  make  another  appointment. 
Under  no  circumstances  will  they  leave  their  men 
without  permission  from  the  Roadmaster. 

FOR   TRACK  SUPERVISORS. 

Supervisors  are  held  responsible  for  the  safe-keep- 
ing of  their  divisions,  and  will  have  immediate  charge 
of  all  the  Foremen  of  sections  and  road  watchmen  on 
their  respective  divisions,  and  are  authorized  to  dis- 
charge any  employe  governed  by  these  instructions 
for  neglect  of  duty.  They  will,  however,  in  case  an 
accident  results  from  the  negligence  of  an  employe, 
report  the  case  to  Roadmaster. 

They  will   carefully  see   that  the  time  of  the  men 


336  MAINTENANCE   OP   WAY   STANDARDS. 

and  the  rate  of  pay  are  correctly  reported  and  prop- 
erly classified  on  the  time-books. 

They  will  note  the  time  each  Foreman  is  absent 
from  work,  and  make  proper  deductions  on  time- 
books. 

On  the  last  day  of  each  month  they  will  go  over 
the  entire  division,  collect  time  books,  make  notes 
and  explanations,  approve  each  man's  time  by  indors- 
ing his  own  name  on  the  page  allotted  to  it,  and  for- 
ward the  time-books  to  the  proper  person  as  may  be 
directed. 

They  will  countersign  all  discharge  tickets  given 
by  their  Foremen,  and  see  that  the  proper  memoran- 
dum in  such  cases  is  made  in  the  time-book. 

Each  supervisor  must  walk  over  a  portion  of  his 
division  every  day,  covering  his  whole  division  once 
a  month.  Passenger  trains  must  be  used  by  them 
only  incase  of  necessity. 

They  must  spend  all  their  time  on  the  road,  and  see 
that  Foremen  and  laborers  fully  understand  and  per- 
form their  duties. 

They  must  pay  strict  attention  to  the  proper  ad- 
justment and  alignment  of  the  track,  and  to  the  econ- 
omical use  of  all  material. 

They  must  personally  observe  the  alignment  and 
super-elevation  of  outer  rail  on  curves  and  must  in- 
struct Foremen  as  to  the  super-elevation  of  every 
curve  on  each  section  of  their  respective  division. 

They  must  see   that  Foremen  show  great  precision 

in  the  use  of  iron  shims  in   laying  rail.     It   must  be 

constantly  borne  in  mind   that  too  small  a  space  be- 

ween  the  ends  of  rails  for  expansion'  is  a  source  of 


SOUTHERN    ROADS.  337 

great  danger,  and  that  at  the  same  time  too  great  a 
space  is  ruinious  to  good  riding. 

They  should  frequently  examine  the  track  gauges, 
and  compare  with  the  standard. 

They  should  be  thoroughly  posted  in  regard  to  the 
right  of  way  and  other  land  boundaries  on  their  re- 
spective divisions,  and  keep  constant  watch  against 
encroachment  by  adjoining  occupants. 

They  should  keep  a  memorandum  of  the  number  of 
men  at  work  on  each  section,  and  compare  with  the 
reports  returned  by  the  Section  Foremen. 

All  requisitions  for  materials,  such  as  cross-ties, 
spikes,  chairs,  splices,  bolts,  nuts,  washers,  tools,  etc,, 
must  be  made  in  writing  to  the  Roadmaster,  and  sent 
in  on  the  first  day  of  each  month. 

When  material  is  ready  for  delivery  to  the  Section 
Foreman,  the  supervisor  must  make  out  a  written 
statement  of  the  amount  received  and  of  its  condition, 
and  send  the  same  to  the  Roadmaster  as  soon  as  pos- 
sible. 

Supervisors  will  see  that  each  Foreman  is  supplied 
with  one  switch-key  and  gives  a  written  receipt  for 
the  same. 

In  case  the  key  is  not  returned  when  the  Foreman 
leaves  the  service  of  the  company,  fifty  cents  will  be 
deducted  from  the  amount  then  due  the  Foreman. 
Supervisors  will  make  the  proper  remark  respecting 
the  switch-key  on  the  discharge  ticket. 

When  the  Foreman  is  discharged  or  leaves  the  ser- 
vice of  the  company,  supervisors  must  make  out  a  cor- 
rect list  of  tools  on  hand.  They  will  note  all  tools 


MAINTENANCE  OF   WAY   STANDARDS. 

missing  or  not  accounted  for,  and  send  such  reports 
at  once  to  the  Headmaster,  so  that  the  proper  settle- 
ment can  be  made.  In  all  such  cases  they  will  write 
on  the  discharge  tickets  "  tools  not  accounted  for  as^ 
per  report." 

They  will  have  charge  and  control  of  all  construc- 
tion trains  while  at  work  on  their  respective  divisions, 
and  will  personally  see  to  the  proper  distribution  of 
all  material  for  the  use  of  their  Foremen.  They 
must  always  be  with  construction  trains  when 
distributing  material  on  their  division,  especially 
when  unloading  steel  rails,  and  see  that  no  time  is 
lost  in  so  doing. 

In  case  of  accidents  on  their  divisions  they  will 
send  the  reports  of  the  Section  Foremen  certified,  cor- 
rected by  themselves,  to  the  Koadmaster.  On  being 
notified  of  a  wreck  they  will  immediately  proceed  to  it 
and  take  charge  of  all  trackmen.  They  will  superin- 
tend the  work  of  clearing  the  wreck  in  the  absence 
of  the  Roadmaster. 

All  printed  circulars,  instructions,  and  orders  to 
Section  Foremen  or  watchmen  must  be  delivered  in 
person  by  the  supervisor  who  will  read  and  explain  the 
same  to  all  his  Foremen. 

Supervisors  of  track  must  see  that  all  the  rules  for 
signals,  with  flags  and  torpedoes,  and  other  instruc- 
tions are  understood  and  obeyed  by  every  man  in 
their  employ;  and  that  all  their  foremen  and  watch- 
men are  supplied  with  time-tables  and  watches  while 
on  duty.  They  must  have  their  watches  inspected, 
once  in  three  months,  if  practicable,  keep  stand- 


SOUTHERN    ROADS.  339 

dard  time,  and  compare   time  with  their  Foremen  as 
often  as  possible. 

Where  there  is  no  supervisor  of  track  the  above 
duties  will  be  executed  by  the  Roadmaster  in  addi- 
tion to  the  following: 

FOR    ROADMASTERS. 

Roadinasters  must  pass  over  a  part  of  their  divis- 
ion every  day.  and  over  their  whole  division — walk- 
ing or  on  a  hand-car  or  velocipede,  at  slow  speed- 
once  every  month.  They  must  see  that  the  track 
and  culverts  are  in  safe  condition  and  in  good  order. 
They  must  require  supervisors  of  track,  Foremen,  and 
all  employes  in  their  charge  to  make  proper  use  of 
material  furnished  for  the  repair  and  good  mainte- 
nance of  road-bed,  track,  and  other  portions  of  the 
railroad  committed  to  their  charge. 

Roadmasters  as  well  as  supervisors  of  track,  con- 
ductors of  construction  trains,  and  Section  Foremen. 
must  at  all  times  be  ready,  both  night  and  day,  to  ren- 
der any  assistance  that  may  be  called  for  by  the  train 
dispatcher,  master  of  trains,  or  division  superintend- 
ent, in  case  of  accident  or  detention  to  trains,  and  to 
provide  facilities  for  the  safe  and  quick  movement  of 
trains. 

On  receiving  notice  of  a  wreck  or  accident,  they 
must  at  once  proceed  to  the  place,  and  take  full 
charge  and  control  of  all  track  forces  and  construc- 
tion trains;  put  the  track  in  condition  for  the  safe 
passage  of  trains,  and  remove  the  wreck  with  the 
quickest  possible  dispatch.  When  cars  are  burned, 
they  must  note  the  number  and  initials  of  the  cars 


340  MAINTENANCE   OF    WAY    STANDARDS. 

so  destroyed  and  send  a  written  report  of  the  same 
to  their  superior  officer. 

In  all  cases,  a  written  report  in  full,  giving  the 
amount  of  damage  done,  must  be  sent  in. 

They  must  inquire  carefully  in  regard  to  every  ac- 
cident that  may  occur  upon  the  road,  to  ascertain  the 
cause  of  it,  and  they  will  write  a  full  report  thereof 
to  their  superior  officer. 

They  must  reserve  such  material  as  broken  rails, 
cross-ties,  axles,  or  other  debris  which  may  be  of 
value  in  determining  fully  the  cause  of  the  accident. 

Headmasters  must  have  full  charge  of  all  construc- 
tion trains  on  their  divisions;  lay  out  the  work  for 
them  on  each  subdivision  as  may  be  required.  They 
must  also  see  that  the  ditching  cars  are  kept  in  good 
order,  and  that  boarding  cars  are  clean  and  tidy. 
They  will  often  examine  into  the  boarding  arrange- 
ments of  all  their  men,  and  see  that  wholesome  and 
sufficient  food  is  furnished  them. 

It  is  also  the  duty  of  the  Headmaster  to  see  that 
each  construction  train  is  supplied  with  a  good  en- 
gine and  competent  engineer.  In  case  insufficient 
motive  power  is  furnished  to  his  train  he  must  at 
once  report  the  matter  to  his  superior  officer.  Con- 
struction trains,  being  very  expensive,  require  the 
best  kind  of  motive  power  for  their  economical  work- 
ing. 

Headmasters  must  personally  receive  all  material 
contracted  to  be  delivered  on  their  divisions,  such  as 
cross-ties,  wood,  and  ballast.  They  must  in  all  cases 
enforce  strictly  the  printed  specifications. 


SOUTHERN   ROADS.  341 

Cross-ties  must  be  raised  from  the  ground,  and 
symmetrically  cross  piled,  not  higher  than  six  feet, 
so  that  each  tie  can  be  properly  inspected  and 
marked  with  hammer  and  brush. 

When  wood  is  taken  up  the  measurement  is  to  be 
put  down  in  the  book,  after  making  proper  deduc- 
tions for  undersize,  bad  piling  or  other  deficiencies. 
All  wood  received  is  to  be  cross-piled  on  the  top,  and 
each  rick  is  to  be  profusely  marked  all  around  with 
lampblack  or  whitewash.  Marking  in  this  manner  will 
prevent  dishonest  parties  from  disturbing  the  pile 
and  appropriating  wood  already  paid  for,  to  repile 
again  for  measurement. 

Ricks  should  never  be  over  sixty  feet  in  length, 
and  six  feet  high ;  a  space  of  five  feet  is  to  be  left 
between  "the  ricks,  in  order  to  give  free  access  all 
around  in  inspecting  and  marking  it. 

In  receiving  rock  or  gravel  ballast,  Roadmasters 
must  see  that  the  stone  is  piled  closely,  and  that  the 
ballast  is  of  the  proper  size  and  quality  as  con- 
tracted for.  Deductions  must  be  made  for  loose 
piling  or  other  deficiencies. 

Roadmasters  must  see  that  nothing  is  piled  nearer 
than  six  feet  from  the  rail  of  main  track  and  sidings. 

They  will  keep  a  general  oversight  of  all  work  per- 
formed on  their  divisions  by  contractors  or  bridge 
carpenters,  lest  anything  should  interfere  with  the 
safety  of  the  track. 

They  must  make  such  monthly  reports  to  their  su- 
perior officer  as  may  be  directed. 

They  are   authorized   to  discharge  any  supervisor 


342  MAINTENANCE   OF   WAY   STANDARDS. 

of  track,  conductor  of  construction  train,  Section 
Foreman,  road  watchman,  or  other  subordinate  for 
neglect  of  duty;  but  should  an  accident  result  from 
such  negligence  they  will  suspend  him  from  duty, 
and  report  the  case  to  their  superior  officer,  so  that 
an  investigation  can  be  made. 

They  must  make  themselves  acquainted  with  all 
the  instructions  issued  for  the  government  of  trains 
and  trainmen,  and  must  report  to  their  superior  officer 
in  writing  any  neglect  of  duty  or  violation  of  rules, 
that  may  come  under  their  notice. 

They  must  take  pains  to  instruct  supervisors  and 
Section  Foremen  in  regard  to  their  duties,  and  sat- 
isfy themselves  that  every  employe  fully  understands 
all  the  instructions  issued  for  him. 

Roadmasters  will  often  make  careful  investigations 
into  the  wear  of  rails,  fish-plates,  spikes,  washers, 
nuts,  and  cross-ties,  and  will  encourage  supervisors 
and  Section  Foremen  to  make  the  same  observation 

They  must  carefully  mark  on  their  steel  profiles  all 
the  new  steel  laid  from  time  to  time,  giving  the  year, 
brand,  and  exact  location  with  reference  to  the  near- 
est mile-post.  This  must  be  done  in  addition  to  a 
detailed  written  report,  made  every  month,  of  all  new 
steel  rails  laid. 

In  this  way  a  correct  account  of  the  wear  with  re- 
ference to  tonnage  can  be  kept  in  the  chief  engineer's 
office. 

They  should  keep  a  careful  account  of  all  new  sid- 
ings built,  and  old  sidings  extended,  shortened,  or 
taken  up,  making  full  report  of  same  at  the  end  of 


SOUTHEKN    KOADS. 


each  calendar  year,  at  which  time  they  should  send 
in  also  a  corrected  copy  of  the  condensed  profile  giv- 
ing all  necessary  information  to  date  regarding  sec- 
tion houses,  water  stations,  sidings,  etc. 


344  MAINTENANCE   OF   WAY   STANDARDS. 

TABLE  I. 

LEAD  OF  MAIN  TRACK  TONGUE  SWITCH. 

Two  rails,  thirty  feet  long,  should  be  used  on  main 
track,  between  the  heel  of  tongue  and  the  toe  of  frog, 
when  fifteen  foot  tongue  switch  and  No.  9^  stiff  frog 
are  used. 

Two  rails,  one  twenty-seven,  and  one  thirty  feet 
long,  should  be  used  on  main  track,  between  the  heel 
of  tongue  and  the  toe  of  frog,  when  No.  9^  spring-rail 
frog  is  used. 

Headmasters  and  Supervisors  should  see  that  Sec- 
tion Foremen  putting  in  tongue  switches  in  main 
track,  conform  as  near  as  possible  to  the  lead  of  switch 
and  the  location  of  switch  and  frog  ties,  shown  on 
plan  furnished  from  the  Chief  Engineer's  office. 

The  following  is  the  bill  of  switch  ties  for  No.  9J 
main  track  tongue  switch,  with  rotary  stand,  when 
cross  ties  are  8J  feet  long. 


DESCRIPTION. 

No.  of 
Pieces. 

Size. 

Length. 

Feet  B.  M. 

1 

8"xl2" 

15'   0" 

120 

1 

8"x9" 

15'   0" 

90 

Switch-ties 

9 

7"x9" 

9'   0" 

425 

(} 

9'   6" 

299 

5 

u 

10'   0" 

263 

4 

M 

10'   6" 

220 

3 

• 

11'   0" 

173 

3 

« 

11'    6" 

182 

3 

« 

12'   0" 

189 

3 

M 

12'   6" 

197 

3 

U         " 

13'   0" 

205 

Frog-ties  

3 

7'xlO' 

13'   6 

236 

2 

14'   0 

163 

2 

H 

14'   6" 

169 

Switch-ties 

3 

7"x9" 

15'   0" 

236 

3 

15     6" 

244 

3 

u 

16'   0" 

252 

2 

u 

16'   6" 

173 

2 

« 

17'   0" 

178 

Totals  

61 

4,014 

SOUTHERN    ROADS.  345 

TABLE  II. 

BILL   OF     SWITCH-TIMBERS    FOB   NO.    9£    THREE-THROW 
SPLIT  SWITCH. 


DESCRIPTION. 

No.  of 
Pieces. 

Size. 

Length. 

Feet  B.  M. 

Heftdblocks 

2 

8^x10" 

21'  0" 

280 

Switch-tics             .  .  . 

7 

7"xlO' 

9'   0" 

367 

a 

9'   6" 

111 

H 

3 

7  x9" 

9'   6" 

150 

* 

3 

10'   0" 

158 

• 

2 

« 

10'   6" 

110 

• 

3 

M 

11'   0* 

173 

a 

2 

M 

11'   6" 

121 

M 

2 

.. 

12'   0" 

126 

M 

1 

u 

12'   6" 

66 

M 

2 

« 

13'   0" 

136 

., 

2 

M 

13'   6" 

142 

u 

2 

u 

14'   0" 

147 

• 

1 

M 

14'   6" 

76 

u 

2 

H 

15'   0" 

158 

u 

1  - 

.. 

15'   6" 

81 

u 

2 

u 

16'   0" 

168 

u 

1 

16'   6" 

87 

u 

1 

U 

17'   0" 

89 

Froff-ties            . 

2 

7  "xlO" 

17'   6* 

204 

1 

18'   0" 

105 

u 

2 

• 

18'   6* 

216 

M 

1 

«> 

19'   0" 

111 

u 

1 

19'   6' 

114 

Switch-ties  

2 

7"x9" 

20'   0" 

210 

1 

20'   6" 

108 

u 

1 

u 

21'   0" 

110 

u 

1 

u 

21'   6" 

113 

u 

1 

it 

22'   0" 

116 

u 

1 

« 

22     6" 

118 

u 

1 

• 

23'   0" 

121 

tt 

1 

u 

23'   6" 

123 

u 

1 

« 

24'   0 

126 

u 

1 

• 

24'   6" 

129 

« 

1 

u 

25'   0" 

132 

Totals 

GO 

4,602 

346  MAINTENANCE   OF   WAY   STANDARDS. 

TABLE  III. 

BILL   OF   SWITCH    TIMBERS    FOR    NO.     7  SINGLE-THROW    SPLIT 
SWITCH. 


DESCRIPTION. 

No.  of 
Pieces. 

Size. 

Length. 

Feet  B.  M. 

Headblock 

1 

8"xl2' 

15     0  ' 

120 

(i 

I 

8"x9" 

15'    0" 

90 

Switch-ties  . 

7 

7"x-9" 

9  '    0  " 

331 

« 

5 

« 

9'    6" 

249 

« 

4. 

« 

10     0" 

210 

(t 

3 

t< 

10'    6" 

165 

ft 

3 

« 

11     0" 

173 

a 

2 

« 

11'    6" 

121 

« 

2 

« 

12     0" 

126 

(i 

1 

«« 

12'    6" 

68 

Frog-ties  .... 

1 

7"xlO" 

13'    0" 

76 

o 

13'    6" 

1  ^7 

it 

2 

<« 

14  '    0  ' 

163 

« 

2 

« 

14'    6" 

169 

Switch-ties  

2 

7"x9" 

15     ()' 

157 

« 

2 

<« 

15     6  " 

163 

« 

2 

« 

16  '    0"    • 

168 

<4 

2 

M 

16'    6" 

173 

« 

2 

<4 

17'    0" 

178 

Totals  

48 

3,188 

SOUTHERN    ROADS. 

TABLE   IV. 


347 


BILL    OF    SWITCH     TIMBERS    FOR     NO.     7  THREE-THROW    SPLIT 
SWITCH. 


DESCRIPTION. 

No.  of 

Pieces. 

Size. 

Length. 

Feet  B.  M. 

Headblocks  

v> 

8'xlO" 

21     0 

280 

*"*wi  toll  -ties 

.j. 

7"xlO" 

9'   0" 

210 

•> 

o     i- 

i  c.r 

Frog- 


Switch-ties 


7  x9" 


7  xlli 


7  x'.« 


IT  6" 

9'  0 

10  0 

10  6 

11  0' 

11  6' 

12  0' 

12  6" 
13'  0"  i 

13  6" 

14  0 

14  0" 

15  0" 
15'  ()' 
i»;  ir 
1(5  (>' 

17  0 
17'  6" 

18  0" 
18'  6' 

19  0" 

19  6' 

20  ()' 

20  6" 
21'  0" 

21  6" 

22  0 

22  <i 

23  0 
23'  r, 

24  0" 
24  fV 


165 
50 
158 
110 
115 
60 
126 
66 
136 
71 
73 
152 
79 
81 
84 
87 
99 
102 
105 
108 
111 
114 
117 
108 
110 
113 
116 
118 
121 
123 
126 
258 


Totals  

48 

j       4,052 

348  MAINTENANCE   OF   WAY   STANDARDS. 

TABLE  V. 

MIDDLE  ORDINATE    FOR   CURVING   RAILS    (IN   INCHES.) 


DEGREE  OF  CURVE. 

Length  of  Kails  in  Feet. 

10  12  14 

K 

18 

2022 

24 

2628 

30 

30  

H»Hrj<K*»n|aoH>Mu>oDH»  HooH^MBcHN'CtooxWHoo  HcoH^MfccHiN'asiXWHao  p«oH«ittcHNW|ipNH 

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I 

0 

i 
i 

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Ig 

2* 
2 

2i 
2i 
2i 
2i 

11 

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| 

1 

1 

4 
4 

if 

2& 
2 
2-i 
2i 
2S 
2i 
28 
2§ 
2| 

I 

3i 
31 

1°  30  

i 
i 
i 

i 

I 

I 
i 

l 

I 

1 

i 

I] 

if 
ii 

-i 

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18 

i 

i 

i 
i 

i 
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1 

i 

i 

u 
ii 

J 

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n 

is 

£ 
i 

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1 

ii 
ii 
ii 
ii 
ig 
ii 
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ii 
li 
is 
If 

li/ 
li 
li 
2 
2 

2°  0' 

i 
1 

i 
i 
i 

1 
g 

s 

g 

I 
h 

j 

1 
i 

i 
i 

1 

I 

2 

j 

i 
i 

i 

1 

i 
i 

I 

e 

i 
S 

! 

i 
i 
i 

i 
ii 
ii 

2°  30       

3°  0'      

i 

i 
j 

3 

i 
3 

i 

s 

i 

§ 

s 

i 

s 

3  ^  30  '  

4°  0  

4 

i 

i 
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1 
i 

i 
i 
* 

8 

i 

i 
i 

4°  30  

5°  0  

5°  30'  

6°  0'  

6°  30'  

7°  0' 

7°  30'  

8°  ()' 

8°  30  

9°  ()'  

9°  30..  

10°  0'  

10°  30  

11"  0'  

11°  30  

12°  0' 

12°  30 

13°  0  

13°  30 

14°  0'  

14°  30  

15°  0'  

15°  30  

16°  0'.. 

CHAPTER  XL 

ILLINOIS  CENTRAL    RAILROAD. 

RULES   AND   INSTRUCTIONS   FOR    SECTION    FOREMEN. 
DITCHING. 

The  stability  of  the  track  depends  upon  the  strength 
and  permanence  of  the  road-bed  and  structures  upon 
which  it  rests;  whatever  will  protect  them  from  damage 
or  prevent  premature  decay  should  be  carefully  ob- 
served. The  worst  enemy  is  water,  and  the  further  it 
can  be  kept  away  from  the  track,  or  the  sooner  it  can 
be  diverted  from  it,  the  better  the  track  will  be  pro- 
tected. Cold  is  damaging  only  by  reason  of  the  water 
which  it  freezes;  therefore,  the  first  and  most  important 
provision  for  good  track  is  drainage. 

It  is  expected  that  all  new  ditches  will  be  dug,  and 
all  old  ditches  cleaned  for  the  winter  season  before  the 
first  day  of  November  of  each  year. 

The  direction  of  the  ditches  must  in  general  be  par- 
allel with  the  rails. 

The  outlines  of  the  ditches  must  be  clearly  defined, 
-,nd  in  determining  their  shape  and  depth  at  highest 
point  where  the  descent  of  the  ditch  begins,  section  fore- 
men must  be  guided  by  the  standard  diagram,  of  which 
they  are  furnished  a  copy.  The  ditches  must  be  graded 
so  as  to  pass  all  water  freely  during  the  heaviest  rains, 
and  to  thoroughly  drain  the  road-bed.  When  the  ditch- 


350       MAINTENANCE  OF  WAY  STANDARDS. 

es  as  shown  in  diagram  are  too  small,  they  must  be 
enlarged  to  the  necessary  size  outside  the  line  of  lowest 
point  in  ditch  shown  in  diagram,  and  must  have  a  slope 
of  not  less  than  one  and  one-half  feet  to  one  on  the  side 
nearest  the  track.  Surface  ditches  must  be  made  out- 
side the  slopes  of  cuts,  leaving  a  sufficient  berme  be- 
tween the  slope  and  the  ditch,  wherever  the  general 
drainage  of  the  ground  is  toward  the  cut. 

Earth  taken  from  the  ditches  oV  elsewhere  must  be 
deposited  upon  the  slopes  of  embankments,  and  spread 
so  as  to  preserve  the  general  inclination  from  the  ballast 
and  ties  shown  on  the  standard  sections. 

Cross-drains  must  be  put  in  wherever  necessary. 

Ditches,  box-drain  and  culverts  must  be  often  in- 
spected and  cleared  of  all  drift-wood  and  trash.  Ma- 
sonry which  has  been  washed  or  undermined  must  re- 
ceive prompt  attention  and  be  reported  at  once  to  the 
Road  Supervisor. 

,  Channels  and  streams  tor  a  considerable  distance  to 
the  right  and  left  of  the  road  must  be  frequently  exam- 
ined and  cleared  of  brush,  drift  and  other  movable  ob- 
structions. 

Wherever  the  water  washes  the  soil  so  as  to  approach 
too  near  the  track,  at  the  ends  of  cuts  or  other  places, 
special  efforts  must  be  made  by  dams  of  brush,  old  ties 
or  other  necessary  methods,  to  stop  such  wash  and  to 
fill  up  the  washed  places,  so  the  banks  will  be  of  full 
width,  and  have  a  slope  of  not  less  than  one  and  one- 
half  feet  to  one  from  top  to  bottom. 

BALLAST. 

Ballast  is  used  to  give  perfect  drainage,  to  prevent 
upheaval  by  frost,  to  distribute  the  bearing  of  the  ties 


SOUTHERN    ROADS.  351 

and  to  secure  as  uniform  support  of  the  track  as  pos- 
sible. 

Before  distributing  any  kind  of  ballast,  whether  rock 
or  gravel,  the  subgrade  must  be  properly  prepared  and 
banks  widened  so  as  to  secure  good  drainage  and  re- 
tain ballast.  The  banks  should  never  be  thrown  up 
above  the  bottom  of  the  ballast.  Cuts  should  have 
ditches  carefully  shaped  to  the  proper  section,  and  al- 
ways below  the  bottom  of  the  old  ballast,  if  there  be  any, 
so  as  to  give  proper  drainage. 

Foremen,  when  preparing  the  subgrade  for  ballast- 
ing track,  must  be  guided  by  the  standard  diagram,  and 
stakes  will  be  set  for  line  and  surface  by  an  engineer 
when  practicable. 

Rock  ballast  must  always  be  broken  outside  of  the 
track,  thrown  in  with  forks  and  firmly  tamped  with 
tamping  picks.  Shovels  must  never  be  used  for  han- 
dling the  broken  stone,  as  dirt  will  invariably  get  mixed 
with  the  stone  and  start  the  ties  churning:,  and  also 
start  vegetation.  The  greatest  care  should  be  observed 
to  keep  all  ballast,  gravel  as  well  as  stone,  clean  and  free 
from  earth.  The  shoulder  ballast  should  be  picked 
down  to  the  bottom  when  necessary  and  when  clean 
thrown  back  with  forks. 

There  should  be  a  uniform  depth  of  at  least  ten 
inches  of  clear  broken  stone  under  the  ties.  The  space 
between  the  ties  should  be  filled  up  even  with,  but  never 
above  the  tops  of  the  ties.  From  six  inches  beyond  the 
ends  of  the  cross-ties  the  ballast  should  be  sloped  evenly 
to  subgrade  at  the  rate  of  one  and  one-half  to  one.  See 
Standard  Sections. 

Gravel  ballast  should  be  of  clear  gravel,  free  from 


352 


MAINTENANCE  OF  WAY  STANDARDS. 


ILLINOIS  CENTRAL  R.  R. 

•MEN  r'.tf.r  nra  «£u«co 


•"** 


tfecftoH  of  Cemexfl'itg  ffsvvr/ Jta//aa/  in  Cuf 

-- -zs'-o- - 


s'-a-*-s-A 


SOUTHERN    ROADS. 


353 


ILLINOIS  CENTRAL  R.  R. 

•MM  «•.  r.r  TCS  A«t  uico 


futg  Grot*/ J3a/tas/  in  Caf 


354       MAINTENANCE  OF  WAY  STANDARDS. 

loam  or  earth,  and  must  be  carefully  handled  to  pre- 
vent mixing  with  the  earth  of  the  roadbed. 

There  should  be  a  uniform  depth  of  at  least  ten  inch- 
es of  gravel  ballast  under  the  ties.  With  coarse  clean 
gravel  the  ballast  must  be  put  in  in  the  same  manner 
as  stone  described  in  section  13.  With  other  gravel  the 
ballast  must  be  put  in  with  uniform  slope  from  the  bot- 
tom of  the  end  of  tie  to  subgrade.  See  Standard  Sec- 
tions. 

When  a  good  bearing  is  obtained  on  gravel  or  finely 
broken  rock  the  general  surface  must  not  be  raised 
until  a  new  bed  of  gravel  or  rock  is  needed;  and  where 
ties  are  removed  the  ballast  should  be  carefully  taken 
out  and  put  back,  instead  of  raising  on  it.  Foremen 
must  never  raise  the  general  surface  of  the  track  in  tun- 
nels when  surfacing. 

The  use  of  track  jacks  on  the  inside  of  rail  is  abso- 
lutely prohibited,  and  no  excuse  will  be  accepted  for  a 
violation  of  this  rule. 

CROSS-TIES. 

Foremen  will,  under  no  circumstances,  use  ties  from 
piles  which  have  not  been  inspected  and  marked,  ex- 
cept where  necessary  in  case  of  a  wreck.  In  this  event 
they  will  report  promptly  to  their  Road  Supervisor  the 
location  of  the  pile,  and  the  number  of  uninspected  ties 
used.  Nor  will  foremen  be  allowed  to  use  from  inspect- 
ed tie  piles  on  their  section,  except  in  case  of  a  wreck, 
or  by  direction  of  the  Road  Supervisor,  and  such  use 
must  be  at  once  reported  to  the  Supervisor. 

On  lines  where  supported  joints*  are  used  a  tie  must 
be  placed  under  the  joint,  and  shoulder  ties  must  be 

*The  I.  C.  Ky.  has  modified  its  system  of  joints,  some  lines  being   laid 
with  suspended  and  others  with  broken  joints. 


SOUTHERN    ROADS.  355 

placed  not  more  than  ten  inches  distant  from  the  joint 
tie ;  the  remaining  ties  should  be  spaced  evenly  between 
the  shoulder  ties. 

On  lines  where  suspended  joints  are  used  joint  ties 
must  be  placed  eight  inches  apart,  or  four  inches  from 
the  end  of  the  rail  to  the  inner  edge  of  the  joint  tie;  the 
and  the  shoulder  ties  should  be  as  nearly  as  possible 
joint  ties. 

The  largest  and  best  ties  are  to  be  used  as  joint  ties, 
and  the  shoulder  ties  should  be  as  nearly  as  possible 
of  the  same  size. 

All  ties  must  be  laid  at  right  angles  to  the  track  and 
not  put  in  obliquely  to  suit  irregular  joints. 

Cross-ties  will  be  spaced  as  follows:  Eigthteen  ties 
to  each  thirty-foot  rail  and  seventeen  ties  to  each  twen- 
ty-eight foot  rail  in  the  main  track. 

On  side  tracks  2,640  ties  per  mile,  or  two  feet  be- 
tween centers.  Special  instructions  modifying  this  rule 
upon  branch  luies  may  be  given. 

The  ends  of  all  cross-ties  must  be  lined  true  on  the 
South  and  East  side  of  the  track;  except  on  curves, 
where  the  line  side  will  always  be  on  the  inside  of  the 
curve.  If  the  inside  is  the  Xorth  or  West  side,  the  line 
side  will  immediately  change  to  the  South  or  East  side 
of  the  track  when  the  straight  line  is  reached.  Ties 
eight  feet  long  should  be  so  placed  in  the  track  that  the 
distance  from  the  lined  end  of  the  tie  to  the  outer  flange 
of  the  rail  shall  be  sixteen  and  one-quarter  indies.  For 
ties  nine  feet  long  the  distance  from  lined  end  of  tie  to 
outer  flange  of  rail  should  be  twenty-two  and  one- 
quarter  inches.  On  double  tracks  the  ties  will  be  lined 
on  the  outside  of  both  tracks  regardless  of  curves. 

Cross-ties  should  never  be  notched ;  but  if  necessary 


-356- 
PLATE  CXVIII. 


CO 

o 


1 


—357— 
PLATE  CXIX. 


r  .fr-i 


-358- 
PLATE  CXX. 


STANDARD  RAIL  SECTION 

AND 

ANCLE    BAR. 


6 


x«\ 

V^y 

en 

4,  •  —  . 

03 

c~ 

I.C.R.R 


SOUTHERN7    ROADS.  359 

must  be  adzed,  in  order  to  obtain  a  true  and  uniform 
bearing  for  the  base  of  the  rail. 

Heart  sides  of  ties  must  always  be  turned  down. 

Every  foreman  will  keep  a  supply  of  wooden  spikes 
in  his  hand-car  house  and  with  his  gang.  The  invari- 
able rule  must  be  to  plug  every  hole  wherever  a  spike  is 
drawn. 

Shims.  In  case  the  action  of  frost  or  mud  makes 
it  necessary  to  shim  the  track,  it  is  to  be  done  in  all 
cases  on  the  tops  of  the  ties.  The  placing  of  lumber 
under  the  ties  is  forbidden  except  in  cases  of  accident, 
and  in  such  cases  must  be  removed  as  soon  as  possible. 
If  shims  more  than  one  inch  in  thickness  are  used,  holes 
must  be  bored  in  them  and  spikes  of  extra  length  used. 
When  shims  are  removed  such  long  spikes  must  be 
preserved  in  the  tool-house  for  future  use. 

Shims  must  be  of  same  thickness  throughout,  and 
not  wedge-shaped. 

RAILS. 

Rails  must  never  be  unloaded  while  cars  are  in  mo- 
tion, except  when  an  approved  unloading  device  is 
used.  The  distribution  of  bars  over  sections  must  be 
made  carefully. 

Iron  shims,  to  separate  the  rails  at  the  joints,  must 
always  be  used  in  laying  track.  Wooden  chips  will  not 
answer,  and  must  not  be  used.  The  proper  thickness 
for  coldest  weather,  upon  northern  and  western  lines, 
is  five-sixteenths  of  an  inch;  during  Spring  and  Fall  use 
one-eighth  of  an  inch,  and  in  very  hottest  weather  one- 
sixteenth  of  an  inch  should  be  allowed.  Standard  iron 
shims  will  be  furnished  by  the  Chief  Engineer  upon 
requisition. 

This  rule  must  be  carefully  observed,  as  many  serious 


3(50  MAINTENANCE   OF    WAY    STANDARDS. 

accidents  have  occurred  by  neglecting  this  simple  meth- 
od of  making  proper  allowance  for  expansion. 

The  rail  must  be  laid  with  square  joints  on  straight 
track  and  with  broken  joints  on  curves.  The  joint 
must  be  placed  on  the  center  of  the  tie. 

All  rails  adjoining  others  of  different  section  must 
have  a  step-chair  to  bring  the  tops  of  the  rails  to  the 
same  level,  and  the  rails  should  be  joined  together 
with  compromise  splices  made  to  fit  the  different  sec- 
tions and  punchings. 

The  joint  fastening  must  be  properly  put  on  with  the 
FULL  number  of  bolts,  nuts  and  washers.  Nuts  must 
always  be  kept  screwred  up  tight,  and  must  be  put  on 
with  the  flat  side  turned  in  and  resting  on  washer.  A 
spike  must  be  driven  in  each  slot,  inside  and  out,  if 
angle  bars  are  so  slotted,  except  on  bridges  and  trestles. 

Where  plain  bars  are  not  used  on  bridges  and  tres- 
tles, spiking  in  slots  or  against  the  flanges  of  rails,  at 
the  ends  of  angle  bars,  will  be  carefully  avoided. 

All  rails  must  be  spiked  full  on  main  track — four 
spikes  to  each  tie — and  every  spike  must  be  driven 
home  close,  with  a  full  hold  upon  the  rail.  Spikes 
should  be  driven  perpendicularly,  as  the  underside  of 
the  head  of  the  spike  is  formed  with  a  view  to  driving  it 
straight;  and  no  spiker  must  lean  a  spike  inward  or  out- 
ward to  suit  the  swing  of  his  maul.  Spikes  must  be 
driven  straight  and  snug  up  against  the  rail  base.  This 
should  be  accomplished  by  driving  carefully,  and  not  by 
a  last  blow  on  the  spike  to  bend  it  over  against  the  rail 
and  give  it  the  appearance  of  a  fit.  The  outside  spikes 
should  be  opposite  each  other  and  inside  spikes  the 
same,  and  neither  of  them  less  than  two  inches  from 
the  edge  of  tie. 


SOUTHERN    ROADS.  361 

Steel  rails  must  not  be  punched  or  slotted,  but  when 
necessary  to  make  holes  for  bolts  they  must  be  drilled 
with  the  proper  tools  furnished  for  that  purpose. 

Short  rails  are  admissible  only  as  a  temporary  expe- 
dient on  tangents,  and  on  inside  of  curves,  but  never, 
under  any  circumstances,  on  the  outside  of  curves.  No 
piece  shorter  than  fourteen  feet  should  be  used  at  all. 

When  new  steel  is  laid  it  must  be  perfectly  lined  and 
surfaced.  No  imperfection  in  the  alignment  will  be 
permitted. 

Track-gauges  in  the  possession  of  foremen  will  from 
time  to  time  be  compared  by  Road  Supervisor  with 
the  standard  furnished  by  the  Roadmaster. 

The  track  must  be  laid  to  a  perfect  gauge  on  straight 
lines,  and  also  on  curves  of  four  degrees  and  under. 
For  curves  over  four  degrees  and  under  six  degrees  the 
gauge  should  be  one-eighth  of  an  inch  wide.  For 
curves  of  six  degrees  and  under  eight,  the  gauge  should 
be  one-fourth  of  an  inch  wide.  For  curves  of  eight  de- 
grees and  over,  the  gauge  should  be  one-half  inch 
wide. 

On  all  straight  lines  the  tops  of  the  rails  must  be 
level  with  each  other,  except  the  approaches  to  curves, 
as  provided  in  rule  40. 

Curves  of  the  same  degree  should  not  always  be 
given  the  same  elevation.  For  instance:  A  four-de- 
gree curve  at  the  top  of  a  long  grade  should  not  be 
elevated  for  the  same  speed  as  a  four-degree  curve  at 
the  bottom  of  a  long  grade,  as  the  speed  of  trains  is 
almost  invariably  faster  over  the  latter  than  the  former. 

The  foreman,  therefore,  should  consult  the  Road  Su- 
pervisor about  the  elevation  of  each  curve  on  his  sec- 


MAINTENANCE  OF   WAY   STANDARDS. 

tion,  and  get  from  him  the  proper  speed  for  which  to 
elevate  each  curve. 

To  determine  the  degree  of  a  curve,  stretch  a  sixty- 
two  foot  line,  with  a  small  knot  at  the  center  (which  is 
thirty-one  feet  from  either  end),  on  the  running  side  of 
a  well  lined  curve.  Measure  the  distance  from  the  knot 
to  running  side  of  rail,  and  every  inch  of  this  distance 
indicates  one  degree  of  curvature.  Thus,  if  the  distance 
is  two  inches,  the  curve  is  a  two-degree  curve;  if  it  be- 
four  inches,  the  curve  is  a  four-degree  curve,  etc.  The 
degree  of  curve  can  also  be  determined  by  use  of  the 
table  on  the  following  page. 


SOUTHERN    ROADS. 


363 


TABLE  FOR  FINDING  QURVATURE  OFJTRACK. 

4- 


*«ATT,    C-    E. 


Degree  of 
Curve. 

Radius  of 
Centre 
Liiie. 

No.of  30ft 
Rails  iu 
Arc 
•  ABC." 

Length  of 
Arc 
ABC." 
in  feet. 

Length  of 
Chord 
AC. 
in  feet. 

Cent  nil 
Augle 

1° 

5730 

15i 

463.5 

463.4 

4°  38' 

2° 

2865 

11 

328.6 

828.4 

6°  34' 

3° 

1910 

9 

268.1 

207.0 

8V  02' 

4° 

1433 

8 

232.5 

SKJ2.0 

9°  17' 

5° 

1146 

7 

208.0 

207.7 

10"  24' 

6° 

955.4 

6i 

19.0.0 

1-S9.7 

11°  22' 

?° 

819.0 

5} 

175.8 

175.5 

12°  16' 

8° 

716.8 

51 

164.8 

164..> 

10°  08' 

9° 

637.3 

5i 

l-"j.2 

154.8 

13°  54' 

10° 

573.7 

4ft 

147.-") 

117.1 

14V  40' 

11° 

5-21.7 

4 

140.5 

140.1 

15a22' 

12° 

478.3 

4£ 

134.8 

134.3 

16°  04' 

13° 

441.7 

4?fi 

12!).  5 

129.0 

16°  42' 

14° 

410.3 

4i\> 

124.8 

124.3 

17°  20' 

15° 

383.1 

4 

120.6 

120.1 

17y  r,G' 

16° 

359*.  3 

3T9s 

116.8 

116.3 

18V  30X 

17° 

338.3 

3ft 

113.3 

112.8 

19°  04' 

18° 

319.6 

&ft 

110.3 

109.8 

19V  to' 

19° 

302.9 

3ft 

107.4 

106.8 

2d°  107 

20° 

287.9 

*S 

104.7 

104.1 

20°  40X 

To  find  Degree  of  Curve  of  Track  stand  HI  joint  on  outside 
curve,  sight  across  gauge  side  of  in.sid.e  rail  to  where  line 
strikes  outer  rail  and  count  joints  baek.  or  measure  chord  AC. 
or  arc  ABC;  degree  of  curve  in  table  opposite  either  of  the*e 
distances  is  the  one  sought./ 


MAINTENANCE   OF    WAY    STANDARDS. 


Consult  the  table  shown  below  for  the  elevation  of 
outer  rail  for  each  degree  of  curvature  for  various 
speeds. 


DEGREE 

OF 

CURVE. 

Speed  in  Miles  Per  Hour. 

30                40                50                60 

1° 

£  inch 

1    inch 

1J  inches 

2  inches 

2° 

1 

2 

2^     " 

3j     " 

O  O 

if 

21 

4&     " 

54  ;; 

4° 

2 

5^[     " 

5° 

3* 

4^ 

6*     " 

6° 

3 

5£ 

7° 

H 

6 

8° 

4 

9° 

41 

10° 

5 

11° 

51 

12°            6~ 

The  elevation  at  the  beginning  of  a  curve  should  be 
as  great  as  .at  any  other  part  of  it,  except  at  reverse 
points  and  wfhere  short  tangents  occur  between  curves 
of  opposite  directions.  To  insure  smooth  running, 
especially  for  trains  at  fast  speed,"  the  elevation  must 
commence  back  oh  the  straight  line  and  continue  grad- 
ually until  the  curve  is  reached.  The  following  table 
shows  how  far  from  the  beginning  of  the  curve  the  ele- 
vation should  commence: 
For  i  inch  elevation,  50  feet  back  on  the  straight  line. 

"     2     "  "  100 

U  U  1C  _  -_  ((  «  « 

"     4     "  "  200 

"    5    '•  "        250        " 

"    6    "  300 

—increasing  thus  fifty  feet  for  each  inch  of  elevation. 
In  reverse  curves  rails  must  be  level  with  each  other 


SOUTHERN    ROADS.  365 

at  the  reversing  points;  from  the  reversing  point  the 
elevation  must  be  carried  in  either  direction  at  the  rate 
of  one  inch  in  fifty  feet.  Where  short  tangents  of  in- 
sufficient length  to  apply  the  foregoing  table  intervene 
between  curves  of  opposite  direction  the  middle  of  the 
tangent  shall  be  the  neutral  point  at  which  the  eleva- 
tion in  either  direction  shall  begin. 

Old  steel  rail,  which  has  been  replaced  by  new  rail, 
will,  if  it  is  sufficiently  good,  be  used  again  in  the  main 
track,but  as  far  as  practicable  with  other  rail  of  the  same 
pattern.  If  it  be  not  needed  for  immediate  use,  it  will 
be  neatly  stored  at  convenient  places  and  not  left  lying 
in  the  ditches. 

All  curves  of  three  degrees  and  over  will  be  braced. 
Rail-braces  will  be  used  on  both  inside  and  outside  rails 
of  curves  to  be  braced  and  will  be  placed  on  the  same 
tie  for  both  rails. 

Curves  of  from  three  to  four  degrees  will  have  three 
rail-braces  to  each  rail ;  curves  from  four  to  five  degrees 
will  have  four  rail-braces  to  each  rail ;  from  five  degrees 
to  six  degrees  will  have  five  rail-braces  to  each  rail; 
from  six  to  eight,  six  braces ;  curves  over  eight  degrees 
must  have  rail-braces  on  every  other  tie. 
SWITCHES. 

Switches  must  be  laid  in  conformity  with  the  stand- 
ard plans  furnished  by  the  Chief  Engineer. 

Where  rail  of  a  heavier  pattern  is  used  in  the  main 
track  than  in  the  side  track,  the  main  line  pattern  must 
extend  at  least  as  far  up  the  side  track  as  the  switch 
ties  extend.  In  other  words,  no  compromise  chairs  or 
angle  bars  must  be  placed  on  rails  whose  ends  are  on 
switch  ties. 

Every  guard  rail  opposite  a  frog  will  be  of  the  length 


366  MAINTENANCE   OF   WAY   STANDARDS. 

shown  on  the  standard  drawings,  and  it  should  be 
spiked  parallel  to  and  one  and  seven-eighths  inches  dis- 
tant from  the  rail  in  the  main  track  throughout  its  en- 
tire length,  except  four  feet  at  each  end,  which  will  be 
curved  inward  six  inches. 

Every  guard  rail  should  have  three  braces,  one  at 
each  end  of  the  straight  portion  and  one  in  the  center — 
all  of  which  is  plainly  shown  on  the  standard  draw- 
ings. 

The  most  careful  attention  must  be  given  to  the 
switches  by  the  foremen  and  track-walkers.  All  switch- 
es should  work  easily  and  have  no  lost  motion,  and 
must  be  kept  lined  up  and  to  perfect  surface  at  all  times. 
Foremen  must  notify  supervisors  at  once  when  new 
switches  are  put  in,  or  old  switches  taken  out;  also 
whenever  switches  are  spiked  for  any  cause,  and  when 
switches  that  have  been  spiked  have  been  reopened. 

Keeper  pins  must  always  be  used  in  connecting  rod 
bolts. 

Track-walkers  must  never  pass  a  switch  without  ex- 
amining every  part  of  it  carefully,  to  see  that  all  bolts 
are  tight  and  in  perfect  order,  keeper  pins  in  place,  and 
that  everything  about  the  switch  is  in  perfect  order. 
Switches  and  frogs  must  be  kept  free  from  snow  and 
ice. 

Safety  switches  must  be  put  on  all  sidings  where 
the  grade  does  not  descend  from  main  track,  and  on 
every  track  where  there  is  no  agent  to  see  that  proper 
clearance  is  left.  This  rule  does  not  apply  to  regular 
passing  tracks. 

Switch  lamps  must  be  thoroughly  cleaned  every  day 
and  filled  with  oil.  A  supply  of  clean  waste  must  be 
kept  for  the  purpose  of  cleaning  lamps.  Lamps  must 


SOUTHERN  ROADS. 


367 


Guard  Jiail  and.  JtaU  Braces. 


DP  D  D  U  U  U  U  U  U 


Point*,  and.    Rail 


Position   of  Spthcs. 


MAINTENANCE  OF  WAY  STANDARDS. 

be  lighted  by  "sun  down"  and  not  put  out  until  "sun 
rise."  On  very  foggy  evenings  they  must  be  lighted 
earlier  and  be  left  burning  later  on  such  mornings;  but 
this  must  be  watched  carefully  and  no  unnecessary  oil 
consumed. 

The  head  blocks  of  switches  must  be  kept  firmly 
tamped  at  all  times,  or  lamps  will  be  shaken  out. 

When  lamps  are  placed  on  switches  they  should  not 
be  left  until  the  lighter  is  satisfied  that  the  wicks  are  at 
proper  height  to  give  a  good  light  and  not  to  smoke. 

Do  not  trim  the  wicks  with  scissors,  but  simply  rub 
the  finger  over  them  and  remove  the  crust.  This  will 
give  much  better  results. 

In  filling  lamps  care  must  be  used  not  to  fill  them  too 
full,  or  when  they  are  lighted  the  oil  will  run  down  on 
the  switch  targets. 

Lamp  lighters  must  be  careful  and  not  put  their 
greasy  hands  on  switch  targets  and  disfigure  them. 
WATCHING. 

During  heavy  rain  and  wind  s.orms,  every  precau- 
tion must  be  taken  to  prevent  accidents.  Each  Section 
Foreman  'must  be  out,  and  have  with  him  a  sufficient 
number  of  men,  to  insure  safety  to  trains.  It  may  occur 
that  washouts  cannot  be  prevented,  but,  by  proper 
watching  oh  the  part  of  Section  Foremen  and  men, 
trains  can  be  kept  from  running  into  washouts.  Men 
going  out  to  watch  track,  either  in  storms  or  for  ordi- 
nary track  walking,  must  have  with  them  the  necessary 
signals  and  torpedoes  to  stop  trains.  During  heavy 
rain  storms,  culverts  and  drains  must  be  inspected,  and 
all  drift  material  removed  from  them. 

The  duties  of  the  Track  Walker  are  next  in  impor- 
tance to  those  of  the  Foreman.  Section  Foremen  will 


SOUTHERN    ROADS. 


369 


be  held  responsible  for  seeing  that  their  section  is  walk- 
ed and  examined  every  morning.  When  a  full  force 
is  being  worked,  the  Track  Walker  should  start  on  his 
trip  of  inspection  in  a  direction  opposite  to  that  in  which 
the  remainder  of  the  force  go.  He  must  carry  proper 
signals  and  torpedoes  to  stop  trains  when  necessary,  and 
tools  to  properly  secure  the  safety  of  the  track.  He 
must  also  carefully  examine  switches,  frogs,  bridges  and 
fences,  and  report  promptly  to  his  Foreman  any  defects 
that  he  cannot  fully  repair.  He  must  drive  stock  off 
the  right-of-way,  and  close  farm  gates. 

Foremen  are  required  to  pass  over  the  whole  of  their 
sections  at  least  every  alternate  day,  and  to  observe 
particularly  the  condition  of  the  main  track,  switches, 
sidings,  culverts,  cattle-guards,  bridges,  trestles  and 
.fences. 

They  must  always  have  with  them  the  latest  time- 
table for  the  movement  of  trains,  and  must  understand 
its  use,  and  know  the  time  of  all  trains  at  whatever  point 
they  may  stop  to  work. 

Foremen  must  remove  from  bridges,  cattle-guards 
and  trestles  all  combustible  matter,  examine  particu- 
larly the  tops  of  piers  and  abutments,  and  remove  all 
chips. 

When  necessary  the  sod  must  be  removed  from 
around  the  base  of  trestles,  sign  and  mile  posts  and 
other  wooden  structures  so  that  the  dry  grass  may  not 
carry  fire  to  them. 

The  grass,  weeds  and  brush  on  the  right-of-way  must 
be  burned  as  early  in  the  season  as  they  become  dry 
enough,  and  the  right-of-way  must  be  kept  clear  of  all 
rubbish,  especially  old  ties.  Special  care  must  be  exer- 


370  MAINTENANCE   OF    WAY    STANDARDS. 

cised  to  prevent  fires  from  extending  to  fences  and 
adjoining  property. 

Foremen  of  repair  gangs,  as  well  as  bridgemen  and 
construction  trains,  must  never  obstruct  the  track  in 
any  way  whatever,  without  protecting  themselves  with 
the  proper  signals. 

Red  signifies  danger,  and  is  a  signal  to  stop.  Red  sig- 
nals must  be  used  wrhen  the  track  is  obstructed  so  trains 
cannot  pass.  A  red  flag  by  day  and  a  red  light  by  night 
must  be  placed  in  the  center  of  the  track  when  trains 
cannot  pass  the  obstruction. 

A  green  flag  by  day  and  a  green  light  at  night  placed 
beside  the  track,  on  the  engineer's  side,  indicates  that 
the  track  is  not  in  perfect  order  and  should  be  run  over 
slowly.  A  white  flag  or  light  denotes  that  the  track  is 
clear  and  in  perfect  order.  If  red  or  green  signals  are 
required  they  must  be  placed  at  least  twenty-four  tele- 
graph poles  in  both  directions  from  the  obstruction,  and 
firmly  and  conspicuously  planted. 

When  a  curve,  the  grade  or  condition  of  weather 
makes  it  doubtful  whether  the  train  can  be  stopped 
in  running  the  distance  covered  by  twenty-four  tele- 
graph poles,  the  signals  must  be  displayed  enough  fur- 
ther to  insure  sufficient  distance  to  stop  the  train  before 
reaching  the  obstruction. 

If  an  obstruction  of  the  track  occurs  on  curves  or 
grades  so  the  danger  signal  cannot  be  seen  by  the  Fore- 
man from  the  point  where  he  is  working,  a  man  must 
be  left  with  the  signal. 

In  all  cases  the  signal  staff  must  be  so  placed  as  to 
fully  display  the  whole  flag  in  windy  or  calm  weather. 

If  from  any  cause  the  track  becomes  impassable  for 
trains,  and  the  Section  Foreman  cannot  promptly  re- 


SOUTHERN    ROADS.  3 

pair  the  damage,  he  will  at  once,  after  placing  danger 
signals  in  both  directions,  telegraph  the  Train  Master 
and  Road  Supervisor,  giving  the  nature  and  location  of 
obstruction,  materials  needed,  etc. 

An  explosive  cap  or  torpedo  placed  on  the  top  of  the 
rail  is  a  signal  to  be  used  in  addition  to  the  regular 
signals.  The  explosion  of  one  torpedo  is  a  signal  to 
stop  immediately;  the  explosion  of  two  torpedoes  is  a 
signal  to  reduce  speed  immediately.  These  signals 
will  be  so  used  by  Section  Foremen  when  necessary, 
and  at  the  same  distance  from  obstructions  as  the  flag 
and  light  signals. 

A  sufficient  number  of  torpedoes  must  be  carried  at 
all  times  upon  hand-cars  to  be  used  in  case  torpedoes 
placed  upon  the  track  are  exploded  by  hand-car  pass- 
ing over  them,  and  as  an  additional  precaution  as  pre- 
scribed by  the  Standard  Transportation  Rules. 

Special  trains  or  engines  may  pass  over  the  road  at 
any  time  without  previous  notice,  and  Foremen  must 
be  prepared  for  them.  Anything  that  interferes  with 
the  safe  passage  of  trains  is  an  obstruction,  and  must 
not  be  attempted  without  using  the  proper  signals.  Em- 
ployes are  permitted  to  use  the  track  for  making  re- 
pairs to  within  twenty  minutes  of  the  time  of  passenger 
trains  and  ten  minutes  of  the  time  of  freight  trains;  but 
always  under  the  protection  of  the  proper  signal. 

Foremen  must  carefully  observe  the  signals  carried 
by  trains,  and  be  sure  that  all  following  trains,  running 
on  the  same  schedule,  have  passed,  before  obstructing 
the  track.  They  must  also  watch  all  passing  trains 
closely  for  messages  that  may  be  thrown  off,  and  signal 
trainmen  if  they  see  anything  wrong  with  the  running 
gear. 


372       MAINTENANCE  OF  WAY  STANDARDS. 

All  trees  which  are  in  danger  of  falling  on  the  track 
during  high  winds  should  be  cut  down.  If  not  on  the 
Company's  property  the  owner  of  the  land  should  be 
consulted,  and  if  he  objects,  the  facts  should  be  re- 
ported and  instructions  asked. 

Watchmen  must  be  provided  with  the  proper  lamps, 
flags  and  torpedoes  for  stopping  trains,  and  must  be 
instructed  how  to  use  them. 

Whenever  wood,  cross-ties,  lumber  or  other  material 
is  piled  along  the  track,  notice  must  be  taken  by  Sec- 
tion Foremen  that  it  is  at  least  seven  feet  from  the  rail. 
If  found  nearer,  it  must  be  at  once  removed  to  the  prop- 
er distance.  Signal  or  mile-posts  must  not  be  placed 
nearer  the  rail  than  twelve  feet. 

Every  Foreman  having  fewer  than  five  men  will 
engage  in  his  work  personally,  and  must  require  all 
laborers  under  'him  to  faithfully  perform  their  duties. 

MATERIAL. 

Section  Foremen,  as  well  as  Road  Supervisors,  will 
make  requisitions  in  writing  for  all  .necessary  material, 
such  as  cross-ties,  spikes,  chairs,  splices,  bolts,  nuts, 
washer,  and  tools,  and  will  hand  them  to  their  imme- 
diate superior  officer,  together  with  their  time-books,  on 
the  night  of  the  27th  of  each  month. 

Section  Foremen  will  be  held  strictly  responsible 
for  all  tools  and  material  left  in  their  charge.  They 
must  report  promptly  any  loss  of  the  same  to  their  im- 
mediate superior  officer.  They  will  not  be  permitted 
to  lend  the  tools  or  material  of  the  Company  to  any 
person  under  any  circumstances. 

All  material,  new  or  old,  must  be  kept  locked  up  in 
tooRiouses,  as  far  as  possible,  or  under  the  eye  of  the 
Section  Foreman. 


SOUTHERN    ROADS.  373 

Section  Foremen  will  have  care  of  and  will  be  re- 
sponsible for  all  loose  property  of  the  Company,  such 
as  wood,  ties,  lumber,  scrap-iron,  etc.,  and  will  see  that 
none  of  it  is  lost  or  stolen,  nor  will  they  on  their  own 
responsibility  give  anything  away. 

All  spikes  in  the  track  must  be  carefully  drawn  with 
the  view  to  use  them  again.  No  old  ties  are  to  be 
thrown  aside  with  spikes  left  in  them.  All  old  spikes 
which  cannot  be  used  again  must  be  carefully  gathered 
up  and  taken  to  scrap  pile.  In  uncoupling  rails  no 
tight  nuts  or  bolts  must  be  knocked  off  with  hammer. 
They  must  be  oiled  and  taken  off  with  a  wrench. 

Tools  needing  repairs  will  be  shipped  to  the  Com- 
pany repair  shop.  Place  a  tag  on  each  article  showing 
to  whom  it  is  to  be  returned,  and  send  note  giving  ad- 
vice of  shipment. 

Foremen  will  not  ship  their  hand-cars  to  shops  for 
repairs  until  the  Road  Supervisor  has  inspected  them 
and  decided  they  need  shop  work.  But  no  Foreman, 
either  before  or  after  advising  the  Road  Supervisor  of 
the  bad  condition  of  a  hand-car,  will  use  the  same,  if  to 
do  so  involves  the  risk  of  accident. 

All  scrap  rails  should  be  piled  up  at  side  tracks  ready 
for  shipment. 

ACCIDENTS. 

In  case  of  an  accident  to  a  train  the  nearest  Section 
Foreman  will  at  once  take  his  whole  force  to  the  assist- 
ance of  the  train,  even  if  it  is  not  on  his  own  section.  If 
notified  of  broken  rails  or  anything  else  needing  im- 
mediate attention  on  an  adjoining  section,  he  will  at 
once  go  and  make  the  track  safe  for  the  passage  of 
trains. 

When  assisting  a  train  delayed  bv  an  accident,  Sec- 


374  MAINTENANCE    OF    WAY    STANDARDS. 

tion  Foremen  will  act  under  the  direction  of  the  Con- 
ductor until  the  arrival  of  the  Road  Supervisor. 

In  case  of  a  wreck.  Foremen  must  at  once  appoint 
the  necessary  watchmen  to  prevent  freight  or  Com- 
pany's property  from  being  stolen.  Said  watchmen 
are  to  remain  on  duty  until  the  goods  are  removed. 

In  cases  of  injury  of  any  kind,  no  matter  how  trivial, 
to  any  one  in  their  employ,  Foremen  must  immediately 
make  a  report  by  wire  to  tHie  Road  Supervisor,  and  fol- 
low this  as  soon  as  possible  with  a  written  report.  No 
Foreman  shall  exercise  his  discretion  as  to  what  in- 
jury is,  or  is  not,  important  enough  to  be  reported. 

HAND   AND  PUSH  CARS. 

When  hand  or  push-cars  are  not  in  actual  use  they 
must  be  lifted  off  the  track  and  placed  entirely  clear 
of  passing  trains.  When  not  within  sight  of  the  men 
they  must  be  locked,  and  no  car  shall  be  used  without 
the  knowledge  of  the  Section  Foreman. 

Loaded  push-cars  will  not  be  run  around  curves  on 
main  track,  or  where  there  is  not  a  tangent  of  at  least 
half  a  mile,  except  under  protection  of  red  flags. 

Hand  or  push-cars  must  never  be  attached  to  a  tr%ain 
in  motion. 

Rails  must  not  be  carried  on  hand-cars,  except  in 
cases  of  emergency. 

Great  care  must  be  exercised  when  it  is  necessary 
to  use  hand  or  push  cars  during  foggy  weather  or  in 
the  night.  Foremen  must  always  accompany  the  cars. 

No  car  will  be  run  at  night  or  on  Sunday,  except  in 
case  of  actual  necessity.  Cars  must  be  kept  under  lock 
and  key,  and  in  no  case  be  used  for  personal  purposes, 
except  by  special  permission  of  the  Supervisor,  and 
then  only  when  accompanied  by  the  Foreman. 


SOUTHERN    ROADS.  375 

Parties  claiming  to  be  officers  of  the  road  cannot  be 
taken  on  hand-cars  without  an  order  signed  by  the 
proper  officer. 

WATER  STATIONS  DURING  FREEZING   WEATHER. 

During  extremely  cold  weather,  when  water  sta- 
tions are  likely  to  suffer  by  freezing,  Foremen  on  whose 
section  a  water-station  is  located,  if  called  upon  by  the 
Supervisor  of  Water-Works,  will  send  a  man  to  the 
tank,  who  shall  keep  the  station  in  such  condition  that 
trains  can  take  water  at  all  times. 

In  all  cases  where  called  upon  for  aid  by  foremen  of 
telegraph  line  repairs,   Section   Foremen  will  render 
prompt  and  cheerful  assistance. 
POLICING. 

Nothing  is  more  commendable  in  a  Foreman  than 
neatness  and  order  on  his  section.  A  few  hours  de- 
voted each  week  to  cleaning  up  and  putting  things  in 
order  around  section  tool-houses,  station  grounds,  etc., 
will  give  an  air  of  order  to  the  section  which  will  be 
complimented  by  officers  and  travelers. 

Foremen  will  make  themselves  familiar  with  all  the 
boundary  lines  of  the  Company's  grounds  on  their  re- 
spective sections,  and  see  that  no  person  encroaches 
upon  them. 

Xo  person  is  allowed  to  erect  fences  and  buildings  or 
otherwise  occupy  the  Company's  grounds  without  spe- 
cial permit.  Any  such  action  must  be  reported  in  a 
written  statement  to  the  Road  Supervisor,  giving  the 
name  and  residence  of  the  party,  and  all  facts  connected 
with  the  encroachment. 

Cross-ties  in  track  partly  burned  by  fire,  so  that  they 
are  unsafe,  must  be  at  once  replaced. 

All  old  ties,  which  are  taken  from  the  track,  must 


oti  MAINTENANCE   OF   WAY   STANDARDS. 

be  gathered  up  at  the  close  of  each  day  and  put  in  some 
convenient  place  for  burning,  or  use  as  fuel  or  fence 
posts.  When  there  are  stumps  close  by,  pile  around 
them  and  thus  get  rid  of  both  at  one  burning. 

Foremen  will  pay  particular  attention  to  the  tele- 
graph wires,  and  see  that  they  are  not  obstructed  or 
down  on  the  ground.  If  broken  or  crossed  they  must 
be  repaired  at  once  and  notice  sent  to  the  nearest  office 
by  special  messenger. 

All  highway  and  farm  crossings  must  be  kept  in  the 
best  possible  repair,  and  not  obstructed  by  any  mate- 
rial. Foremen  are  specially  directed  not  to  leave  hand 
or  push-cars  on  crossings. 

All  side-tracks  must  be  maintained  in  good  order, 
and  the  platforms  and  station  grounds  should  always 
present  a  cleanly  appearance. 

All  switch  signals  must  be  kept  bright  and  in  good 
order. 

The  sod  line  will  be  neatly  and  accurately  cut  nine 
feet  from  and  parallel  with  the  center  of  the  track  on 
each  side  thereof. 

Section  forces  must  pick  up  each  day  any  material 
dropped  from  engines  or  cars,  such  as  draw-bars,  car- 
doors,  brakes,  bolts,  nuts,  or  other  property  belonging 
to  the  Company,  and  take  it  to  the  tool-house,  from 
whence  it  will  be  shipped  as  directed. 

All  packages  or  articles  of  freight  that  may  fall  from 
any  train  must  be  taken  to  the  nearest  station  agent, 
who  will  forward  them  to  the  Superintendent. 

REPORTS.  -'•"'* 

The  time  roll  book  (form  1142)  must  be  written  up 
every  night  for  the  day  just  closed.  The  time  of  Fore- 
men and  men  must  be  given  and  the  same  distributed 


SOUTHERN    ROADS.  377 

to  each  kind  of  work  performed,  under  the  proper  head- 
ing. Time  roll  books  (form  1 142)  as  well  as  monthly  re- 
ports of  all  tools  and  materials  received  during  the 
month,  must  be  handed  by  the  Foreman  to  the  Super- 
visor on  the  night  of  the  27th  of  each  month. 

When  an  employe  is  discharged,  the  Foreman  will 
make  out  and  forward  to  the  Road  Supervisor  an  appli- 
cation (form  1140)  for  a  time-check,  and  indorse  on  the 
page  of  the  time-roll  book  opposite  the  name  of  the  em- 
ploye, "Discharged,  time  given."  Upon  receipt  of  ap- 
plication for  time-check,  Road  Supervisor  will  certify 
to  its  correctness  and  forward  at  once  to  the  Road- 
mastei,  who  will  issue  time-check  and  forward  to  the 
agent  at  the  station  nearest  the  section  for  payment  to 
the  employe,  who  must  be  identified  by  the  Section 
Foreman. 

In  case  the  employe  has  not  received  pay  for  work 
done  in  the  previous  month,  the  Roadmaster  will  re- 
quest the  Paymaster,  by  wire,  giving  the  number  of 
roll  upon  which  the  name  appears  and  the  month,  to 
forward  the  amount  due  the  discharged  employe  to 
the  agent  nearest  the  section  for  payment  to  him.  Time- 
checks  must  never  be  issued  by  the  Roadmastei  after 
the  rolls  have  left  his  hands. 

Section  Foremen  will  promptly  report  in  writing 
to  Supervisor,  any  failure  of  trainmen  to  respect  their 
signals,  and  to  answer  the  same  with  the  whistle,  giving 
the  number  of  train  and  engine. 

Section  Foremen  will  report  all  accidents  occuring 
on  their  sections,  by  telegraph  to  the  Road  Supervisor, 
as  soon  as  possible,  according  to  special  instructions, 
giving  in  brief  the  nature  of  the  accident  The  tele- 


378       MAINTENANCE  OF  WAY  STANDARDS. 

grams  must  be  followed  by  a  full  written  report,  given 
or  sent  by  the  Foreman  to  the  Road  Supervisor. 

In  cases  of  very  serious  accidents,  requiring  a  collec- 
tion of  forces  and  material,  Foremen  must  immediately 
report  by  wire  in  full  to  the  Superintendent  and  Road- 
master. 

Foremen  will  promptly  report  all  stock  killed  or  crip- 
pled by  a  train  on  tiheir  sections,  on  proper  blanks  fur- 
nished them. 

An  immediate  report  on  proper  form  must  be  made 
by  the  Section  Foreman  to  the  Road  Supervisor  of 
all  fences  burnt,  or  other  property  and  material—- 
whether belonging  to  the  Company  or  to  private  par- 
ties— destroyed  by  fire  originating  from  passing  loco- 
motives or  otherwise.  The  report  should  state  the  loca- 
tion, the  exact  damage  done,  the  linear  feet  of  fencing 
destroyed,  if  any,  and  the  name  of  the  owner  of  the 
property. 

Broken  rails  must  be  at  once  reported  to  the  Road 
Supervisor.  State  manufacturers'  marks  on  the  rail, 
when  laid,  and  when  broken,  the  nature  of  the  break 
and  its  cause,  and  at  what  part  of  the  rail  it  occurred, 
and  between  what  mile  posts,  and  whether  on  curve 
or  tangent,  and  what  disposition  is  made  of  broken  rail, 
also  condition  of  the  road  bed  where  break  occurred. 

GENERAL  RULES. 

Section  Foremen  must  remember  that  while  their 
particular  duty  is  to  look  after  their  own  sections,  to 
keep  them  in  safe  running  order  and  to  steadily  improve 
their  condition,  they  must  not  fail  to  do  everything  to 
make  the  road  secure  and  to  prevent  accidents,  even 
though  they  may  have  to  perform  the  duty  of  some 
other  man. 


SOUTHERN    ROADS.  379 

The  responsibility  for  the  safe  condition  of  bridges 
and  trestles  rests  upon  the  Section  Foremen,  as  well  as 
upon  the  bridge  department.  They  will  look  after  the 
lining  and  spiking  of  the  track  on  all  bridges,  as  well  as 
the  condition  of  the  bank  sills.  They  must  also  frej 
quently  inspect  the  general  condition  of  their  bridges 
and  trestles,  and  if  work  is  needed,  report  same  at  once 
to  their  Road  Supervisor. 

Section  Foremen  may  discharge  or  suspend  from 
duty  any  employe  under  their  control. 

Section  Foremen  are  not  at  liberty  to  excuse  any  neg- 
lect of  their  men  in  the  performance  of  duty. 

Foremen  must  not  engage  more  than  the  regular 
force  allowed  without  permission  from  the  proper  offi- 
cer. 

Employes  of  this  department  who  leave  the  service 
of  the  Company  of  their  own  accord  will  not  receive 
pay  for  their  service  until  the  regular  pay-day  in  the 
month  following  that  in  which  they  leave  the  service. 
Foremen  must  so  inform  them  before  engaging  them. 

Each  Foreman  will  be  provided  with  one  switch  key, 
for  which  a  receipt  will  be  taken.  In  case  he  does  not 
return  key  when  leaving  the  service  of  the  Company 
50  cents  will  be  deducted  from  the  amount  due  him. 
The  same  deduction  will  be  made  should  the  Foreman 
lose  his  key  and  still  continue  in  the  service. 

Trackmen  must  not  wear  red  shirts  as  outer  gar- 
ments, as  they  may  be  mistaken  for  danger  signals. 

Xo  Foreman  or  employe  must  take  coal  from  the 
cars  in  transit  or  from  coal-bins.  Foremen  will  see  that 


380       MAINTENANCE  OF  WAY  STANDARDS. 

this  rule  is  obeyed,  and  promptly  report  any  violation 
of  it. 

FOR  CONDUCTORS  OF  CONSTRUCTION  TRAINS. 

The  Conductors  of  all  work  trains  are  selected  by 
the  Roadmaster,  subject  to  the  approval  of  the  Super- 
intendent, and  are  responsible  for  the  safety  and  proper 
care  of  their  trains,  for  the  good  conduct  of  all  the  men 
employed  thereon,  and  for  any  material  entrusted  to 
their  care,  except  when  a  separate  foreman  is  employed 
to  work  the  men. 

Conductors  of  work  trains  will  be  under  the  imme- 
diate direction  of  the  Road  Supervisor  on  whose  sec- 
tion they  are  at  work. 

They  must  obey  all  orders  for  the  safe  movement  of 
their  trains  from  the  Train  Master  or  Superintendent, 
and  they  must  faithfully  observe  all  time-card  rules. 

No  one  except  men  employed  on  the  trains,  or  an 
officer  of  the  road,  will  be  permitted  to  ride  on  construc- 
tion trains. 

Conductors  of  work  trains  must  see  that  all  the  ditch- 
ing and  boarding  cars  are  in  good  running  order;  that 
the  boarding  cars  are  neat  and  clean  at  all  times,  and 
that  good,  substantial  food  is  furnished  to  tlie  men. 

They  must  study  the  rules  and  instructions  issued  to 
all  track  and  bridge  men,  and  fully  familiarize  -them- 
selves with  all  kinds  of  work  pertaining-  to  the  mainte- 
nance of  track. 

The  greatest  care  must  be  taken  in  unloading  ma- 
terial. Steel  or  iron  rails  must  never  be  unloaded  while 
cars  are  in  motion,  except  when  approved  unloading 
devices  are  used.  In  unloading  new  steel  rails,  car  ini- 
tials and  numbers  must  be  written  down  in  memoran- 


SOUTHERN    ROADS.  381 

dum  book,  and  number  and  lengths  of  all  rails  on  each 
car  carefully  recorded  and  reported. 

Conductors  must  not  give  or  sell  any  employe  or 
other  person  coal  or  material  without  a  proper  order. 

Conductors  must  make  such  daily  reports  as  are  di- 
rected by  the  Roadmaster,  and  wire  him  daily  the  num- 
ber of  men  employed  and  amount  of  work  done. 

On  each  day  they  must  send  to  the  Road  Supervisor 
a  report  of  all  the  delays  experienced  during  that  day 
on  account  of  not  receiving  orders  promptly,  or  from 
other  causes. 

From  the  first  day  of  December  to  the  first  day  of 
March  they  must  always  spend  the  night  at  a  tele- 
graph station;  and  observe  the  same  rule  during  the 
rest  of  the  year  when  it  can  be  done  without  losing 
time. 

Whenever  Conductors  of  construction  trains  have 
delays  at  a  station,  whether  in  waiting  for  orders  or 
from  other  causes,  they  must  keep  the  whole  force  em- 
ployed. There  is  no  place  on  the  line  where  some 
kind  of  work  is  not  needed,  and  no  time  will  be  wasted 
by  a  good  Conductor.  When  delays  occur  the  men 
should  be  set  to  work  on  sidings,  at  cleaning  station 
grounds,  weeding,  ditching,  ballasting,  or  whatever 
work  is  mostly  needed. 

In  case  of  an  accident  to  a  train  they  will  give  assist- 
ance as  soon  as  called  upon  by  the  Superintendent  or 
Train  Master,  and  they  must  do  everything  in  their 
power  to  facilitate  the  quick  and  safe  passage  of  trains. 

A  natural  eagerness  to  get  the  track  clear  must  not 
lead  to  unnecessarily  rough  or  careless  handling  of 
freight  at  wrecks. 

When  wrecked  cars  are  burned  the  numbers  and 


382       MAINTENANCE  OF  WAY  STANDARDS. 

initials  must  be  carefully  noted  and  reported  to  the 
Roadmaster  and  Train  Master. 

Conductors  must  report  at  once  in  writing  to  the 
Road  Supervisor  whenever  inadequate  power  or  incom- 
petent enginemen  are  furnished  them. 

FOR   ROAD   SUPERVISORS. 

Road  Supervisors  are  held  responsible  for  the  safe- 
keeping of  their  sections,  and  will  have  immediate 
charge  of  all  the  Foremen  and  road  watchmen,  and 
are  authorized  to  discharge  such  employes  for  neglect 
of  duty.  They  will,  however,  in  case  an  accident  results 
from  the  negligence  of  an  employe,  report  the  case,  be- 
fore discharging  him,  to  the  Roadmaster. 

In  reporting  the  discharge  of  a  Foreman,  they  will 
give  the  cause  of  same,  so  that  a  record  of  the  man's 
standing  may  be  kept  for  future  reference.  A  dis- 
charged Foreman  is  not  to  be  re-employed  on  another 
division  of  the  road  without  permission  from  the  Chief 
Engineer.  Should  a  discharged  Foreman  desire  an  in- 
vestigation, he  can  present  his  case  to  the  general  of- 
fice, through  the  Road  Supervisor,  and  it  will  be  consid- 
ered. 

They  will  carefully  see  that  the  time  of  the  men  and 
the  rate  of  pay  are  correctly  reported  and  properly  clas- 
sified on  the  check-rolls. 

They  will  note  the  time  each  Foreman  is  absent  from 
work,  and  make  proper  deductions  on  check-rolls. 

Each  Road  Supervisor  must  walk  over  a  portion  of 
his  section  every  day,  and  go  over  the  whole  section  on 
a  hand-car  or  on  foot,  at  least  once  a  month.  Passen- 
ger trains  must  be  used  by  them  during  working  hours 
only  in  case  of  necessity. 

They  must  spend  most  of  their  time  out  on  the  road, 


SOUTHERN    ROADS.  383 

and  see  that  Foremen  and  laborers  fully  understand 
and  perform  their  duties. 

They  must  also  carefully  examine  every  switch  upon 
their  respective  sections  at  least  once  every  month,  and 
make  a  written  report  of  the  condition  of  each  switch 
to  the  Roadmaster  after  each  examination. 

They  must  pay  strict  attention  to  the  proper  adjust- 
ment and  alignment  of  the  track,  and  to  the  economical 
use  of  all  material. 

They  must  personally  observe  alignment  and  eleva- 
tion on  curves,  and  must  instruct  the  Foremen  about 
the  proper  elevation  for  every  curve  on  their  sections. 

They  must  also  frequently  examine  the  track-gauges, 
and  compare  them  with  the  standard  furnished  by  the 
Roadmaster. 

They  should  be  thoroughly  posted  in  regard  to  the 
right-of-way  and  other  land  boundaries  on  their  re- 
spective sections,  and  keep  constant  watch  against  en- 
croachment by  adjoining  occupants. 

They  should  keep  a  memorandum  of  the  number  of 
men  at  work  on  each  section,  and  compare  with  the 
reports  returned  by  the  Section  Foremen. 

All  requisitions  for  materials,  such  as  cross-ties, 
spikes,  chairs,  splices,  bolts,  nuts,  washers,  tools,  etc., 
must  be  made  in  writing  to  the  Roadmaster,  and  re- 
ceipts for  material  received  must  be  sent  to  the  Road- 
master. 

Supervisors  will  personally  examine  their  track  in 
the  month  of  October  each  year  and  ascertain  the  num- 
ber of  cross-ties  required  on  each  mile,  and  the  num- 
ber of  cross-ties  and  switch-ties  required  in  each  siding 
for  the  ensuing  year,  and  make  report  of  same,  before 
the  fifteenth  of  November,  to  the  Roadmaster. 


384  MAINTENANCE   OF   WAY   STANDARDS. 

Each  year  during  the  month  of  November,  Super- 
visors will  personally  examine  all  rails  in  main  track 
and  make  a  report  to  the  Roadmaster,  giving  the  num- 
ber of  perfect  rails,  number  of  rails  fit  for  cutting  and 
drilling  for  future  use  in  main  track,  and  number  of  rails 
worn  out  and  fit  only  for  mill,  on  each  mile. 

Road  Supervisors  will  see  that  each  Foreman  is  sup- 
plied with  one  switch-key  and  gives  a  written  receipt  for 
the  same.  In  case  the  key  is  lost  or  not  returned  when 
the  Foreman  leaves  the  service  of  the  Company,  fifty 
cents  will  be  deducted  from  the  amount  then  due  the 
Foreman.  They  will  make  the  proper  indorsement  re- 
specting the  switch-key  on  the  discharge  ticket. 

When  the  Foreman  is  discharged  or  leaves  the  ser- 
vice of  the  Company,  the  Road  Supervisor  must  make 
out  a  correct  list  of  tools  on  hand.  He  will  note  all  tools 
missing  or  not  accounted  for,  and  send  such  report  to 
the  Roadmaster,  so  that  the  proper  settlement  can  be 
made.  In  such  a  case  he  will  write  on  the  discharge 
ticket:  "Tools  not  accounted  for  as  per  report." 

Road  Supervisors  will  have  charge  and  control  of  all 
construction  trains  while  at  work  on  their  respective 
sections,  unless  otherwise  arranged,  and  will  personally 
see  to  the  proper  distribution  of  all  material  for  use  of 
their  Foremen. 

In  case  of  accidents  on  their  sections,  they  will  send 
the  reports  of  the  Section  Foreman  and  their  own  re- 
ports to  the  Roadmaster.  On  being  notified  of  a  wreck 
they  will  immediately  proceed  to  it  and  take  charge 
of  all  trackmen.  All  wrecked  freight  must  be  carefully 
handled,  and  initials  and  numbers  of  wrecked  cars 
noted  and  reported  to  the  Roadmaster  and  Trainmaster. 


SOUTHERN    ROADS.  385 

Supervisors  must  keep  their  Roadmasters  advised 
of  their  whereabouts  and  probable  movements. 

Houses  furnished  for  laborers  will  be  occupied  by 
those  employed  on  the  road,  and  no  one  else  will  be 
permitted  to  use  them  without  authority  from  the  prop- 
er office.  Road  Supervisors  must  give  close  attention 
to  this. 

All  printed  circulars,  instructions,  and  orders  to  Sec- 
tion Foremen  or  watchmen  must  be  delivered  in  per- 
son by  the  Road  Supervisor,  who  will  read  and  explain 
the  same  to  all  his  Foremen,  and  then  tack  up  in  a  con- 
spicuous place  in  the  tool-house  of  the  section. 

Road  Supervisors  must  see  that  all  the  rules  for  sig- 
nals with  flags  and  torpedoes,  and  other  instructions, 
are  understood  and  obeyed  by  every  man  in  their  em- 
ploy; and  that  all  their  Foremen  and  watchmen  are  sup- 
plied with  time-tables  and  watches  while  on  duty.  They 
must  compare  time  with  their  Foremen  frequently. 

Road  Supervisors  will  instruct  their  Foremen  to 
avoid  all  unnecessary  use  of  the  Company's  telegraph, 
especially  for  material.  The  telegraph  is  only  to  be  used 
in  cases  of  emergency,  or  when  delay  would  involve  a 
loss  to  the  Company. 

Telegraphing  for  material  can  usually  be  avoided  if 
the  Foremen  will  inform  themselves  ahead  as  to  what 
material  they  will  need,  asking  for  same  by  letter. 

RULES  AND   INSTRUCTIONS  FOR  THE  BRIDGE  DEPARTMENT. 

The  Foreman  of  each  gang  will  report  to  the  Super- 
visor of  Bridges  in  general  charge  of  the  Division  or 
District — the  Bridge  Supervisor  reporting  to  the  Road- 
master.  The  Roadrnaster  shall  report  to  the  Division 
Superintendent,  and  the  Division  Superintendent  to  the 
Assistant  General  Superintendent.  The  Assistant  Gen- 


386  MAINTENANCE   OF    WAY    STANDARDS. 

eral  Superintendents  will  report  to  the  Chief  Engineer 
in  all  matters  pertaining  to  bridge  structures.  The  Su- 
perintendent of  Bridges  and  the  Engineer  of  Bridges 
will  act  immediately  under  the  directions  of  the  Chief 
Engineer;  they  will  have  special  charge  of  all  truss 
bridges,  and  will  keep  records  of  the  condition  of  all 
trestle  and  pile  bridges  and  minor  structures,  and  will 
have  general  charge  of  all  renewals  and  repairs. 

All  renewals  of  pile  and  trestle  bridges,  culverts,  etc., 
shall  be  made  in  accordance  with  standard  plans  ap- 
proved by  the  Chief  Engineer. 

All  renewals  and  repairs  of  truss  bridges  shall  be 
made  in  accordance  with  plans  prepared  by  the  Engin- 
eer of  Bridges,  approved  by  the  Chief  Engineer,  and 
will  generally  be  executed  by  the  Superintendent  of 
Bridges  with  forces  directly  under  his  control.  Minor 
repairs  will  be  made  in  accordance  with  rules  herein- 
after specified 

Directions  for  Renumbering  Bridges:  The  system 
of  renumbering  bridges  on  the  Illinois  Central  System, 
including  all  branches,  will  be  as  follows: 

An  individual  number  shall  be  given  to  each  bridge — 
including  under  the  general  term  of  "bridge"  all  truss 
bridges,  trestle  and  pile  bridges,  cattle  passes  and  open 
culverts,  arch,  pipe  and  box  culverts,  all  overhead 
bridges,  either  for  wagon  roads  or  railroads,  and  gen- 
erally all  structures  of  the  nature  of  bridges  which  have 
to  be  maintained  by  this  Company,  whether  in  or  adja- 
cent to  the  track;  excluding  cattle  guards,  drains  in 
ditches  and  small  stringer  bridges  for  farm  crossings. 

But  one  number  shall  be  given  to  any  structure,  no 
matter  how  many  spans  or  openings  it  may  have,  or 
what  may  be  the  character  or  length  of  its  approaches. 


SOUTHERN    ROADS.  387 

Where  there  are  two  or  more  bridges  in  adjacent  tracks 
over  the  same  stream  or  passage-way,  but  one  number 
shall  be  used;  but  if  the  tracks  are  separated  and  the 
structures  are  distinct,  a  distinguishing  letter,  such  as 
A,  B,  C,  if  there  are  several  tracks,  or  the  initial  letter 
of  the  proper  point  of  the  compass,  E.  or  W.,  N.  or  S., 
shall  be  used  to  distinguish  the  structures. 

The  numbers  to  be  given  shall  be  the  same  as  those 
on  the  mile  posts  on  the  Division  or  District.  These 
numbers,  except  on  the  main  line  from  Chicago  to  New 
Orleans,  shall  be  prefixed  by  certain  letters,  generally 
those  which  are  given  in  the  Official  List,  to  distinguish 
the  stations  on  the  several  Divisions  or  Districts.  In 
addition  to  these  letters  and  numbers,  there  shall  be 
added  two  figures  indicating  the  distance  from  the  last 
mile  post  to  the  center  of  the  structure  in  hundredths  of 
a  mile,  these  last  two  figures  being  separated  from  the 
number  indicating  the  mile  post  by  a  hyphen,  instead 
of  a  decimal  point. 

Whenever  it  is  possible,  the  numbers  shall  be  painted 
in  black  on  a  white  ground  in  the  style  shown  by  stand- 
ard blue  prints.  These  shall  be  painted  on  short  ties 
placed  between  the  regular  ties  and  extending  about 
two  feet  beyond  them,  held  in  place  by  the  rail  and  by 
a  small  bolt  fastening  them  to  the  guard  rail.  The  pro- 
jecting ends  of  these  ties  shall  be  beveled  on  each  face 
and  the  numbers  painted  thereon,  so  as  to  read  from 
either  direction  along  the  track. 

Where  the  above  method  of  numbering:  cannot  be 
used,  a  6x6  post  about  6  feet  long  shall  be  set  on  the 
same  side  of  the  track  as  the  mile  posts,  and  about  6  to 
8  feet  from  the  rail,  with  one  corner  of  the  post  toward 
the  track,  and  the  numbers  shall  be  painted  on  the  two 


888  MAINTENANCE   OF   WAY   STANDARDS. 

faces  of  this  post  next  the  track,  so  as  to  read  from  the 
top  downward. 

Truss  bridges  may  have  the  numbers  painted  on  the 
end  posts,  or  on  number  boards  or  plates  to  be  attached 
thereto.  In  all  cases  the  style  of  the  numbering  shall 
be  uniform,  all  letters  and  figures  being  four  inches  long 
by  approximately  two  inches  wide,  and  of  style  illus- 
trated on  blue  prints  above  referred  to. 

The  initial  letters  and  mile  post  numbers  to  be  used 
on  the  several  divisions,  districts  and  branches  are  as 
follows : 

INITAL        MTT  „  pn       TJTTTVTTtWT?ts  TO      NUMBERS 

DIVISION  OB  DJSTRICT.  TOBB      Ml£J  gJSSSS  FROM      osrMna 

.  .Chicago  to  New  Orleans 0  to  912 

Amboy  Division A .  .New  Orleans  to  Freeport 661  to  934 

South  Chicago  Branch. .  .B  .  .67th  St.  to  South  Chicago....     0  to      5 

Mona  District C  .  .Mona  Jet.  to  Lyle 0  to    75 

Springfield  Division D.. Oilman   to   Springfield 0  to  112 

Bloomington  District  ...  .E  .  .Chicago  to  Bloomington 60  to  139 

Pontiac  District   F.. Chicago  to  Pontiac 85  to  127 

Tracy  District  G  .  .Buckingham  to  Tracy 0  to    10 

Aberdeen   District H  .  .Aberdeen  Jet.  to  Aberdeen. . .     0  to  105 

Mound  City  Branch J..  Mounds  to  Mound  City 0  to      4 

Tchula  District K  .  .Durant  to  Tchula 0  to    25 

Yazoo    District M  .  .Jackson  to  Parsons 0  to  115 

Havana  District N  . .  Champaign  to  Havana 0  to  101 

Decatur  District P..  White  Heath  to  Decatur....     0  to    31 

Rantoul  District Q  . .  LeRoy  to  West  Lebanon 0  to    74 

Madison  District R.  .Freeport  to  Madison 0  to    62 

Sioux  Falls  District S  .  .Cherokee  to  Sioux  Falls 0  to    96 

Onawa  District T.  .Onawa  Jet.  to  Onawa 0  to    59 

Dodgeville    District V  . .  Red  Oak  to  Dodgeville 0  to    57 

Chicago  to  Sioux  City. . .  W  .  .Chicago  to  Sioux  City 0  to  510 

Memphis  Division X  .  .Memphis  to  Memphis  Jet. ...     0  to  100 

Cedar  Rapids  District Z.  .Manchester  to  Cedar  Rapids. .     0  to    42 

Blue  Island  Branch AA.  .Blue  Island  Jet.  to  Blue  Island    0  to     4 

Addison  Branch BB  .  .South  Addison  to  Addison 0  to      4 

Note.— When  mile  posts  are  already  set  on  branches  and  are  numbered 
from  either  of  the  termini  of  the  main  line,  bridges  shall  be  numbered  to 
correspond  to  the  existing  mile  post  numbers,  and  not  as  noted  above. 

Each  Bridge  Foreman  shall  be  assigned  to  a  given 
district,  having  defined  limits,  and  shall  be  held  re- 
sponsible for  the  condition  of  the  structures  on  his  dis- 
trict. He  shall  make  personal  examination  of  all  the 
structures  on  his  district  at  least  once  every  thirty  days, 


SOUTHERN    ROADS.  389 

and  shall  report  in  writing,  on  proper  blanks,  all  struc- 
tures needing  repairs. 

Each  Bridge  Foreman  is  authorized  to  make  neces- 
sary immediate  repairs  on  any  structure  which  he  may 
find  to  be  in  a  dangerous  condition,  reporting  the  same 
promptly  to  his  immediate  superior. 

Each  Supervisor  of  Bridges  shall  make  a  complete 
examination  of  all  structures  on  his  district  once  in  six 
months,  and  shall  make  thereafter  a  complete  report  to 
his  superior,  giving  a  careful  estimate  of  the  work 
necessary  to  be  done  during  the  next  six  months,  stat- 
ing the  quantity  of  each  kind  of  material  necessary  for 
each  structure.  This  report  and  estimate  shall  cover 
the  regular  work  on  each  district,  and,  when  requisi- 
tions are  duly  made  and  approved  for  the  work,  the  or- 
dinary repairs  shall  be  carried  on  without  further  direc- 
tions from  superiors,  the  work  being  done  in  accord- 
ance with  the  standard  plans  furnished  from  the  Chief 
Engineer's  office. 

All  material  shall  be  carefully  checked,  and  errors  in 
shipments  promptly  reported,  so  that  no  delay  to  the 
work  shall  be  occasioned  by  lack  of  necessary  material. 
One  piece  of  work  shall  be  completed  before  going  to 
another,  except  in  cases  of  emergency,  when  work  left 
unfinished  must  always  be  put  in  a  perfectly  safe  condi- 
tion for  the  passage  of  trains. 

Worthless  material  removed  from  structures  under- 
going repair  shall  be  burned  (all  fire  being-  extinguished 
before  leaving  the  work),  or  it  shall  be  placed  on  the 
down-stream  side  of  the  opening  from  which  it  was 
removed.  Sound  material,  together  with  all  bolts, 
washers,  etc.,  shall  be  piled  conveniently  for  shipment. 

In  case  of  storms,  Bridge  Foremen  shall  be  on  duty, 


390  MAINTENANCE   OF   WAY   STANDARDS. 

and  shall,  where  possible,  place  themselves  in  commu- 
nication with  telegraph  stations.  They  must  assure 
themselves  that  the  structures  on  their  several  districts 
are  not  being  damaged,  and  shall  take  all  needful  pre- 
cautions for  the  safetv  of  trains. 

In  case  of  damage  by  storm  or  by  fire,  which  may 
endanger  or  prevent  the  passage  of  trains,  each  Bridge 
Foreman  shall  promptly  notify  his  superior  officer,  and 
also  the  Local  or  Division  Trainmaster,  and  shall  at 
once  take  measures  to  stop  trains,  if  necessary,  and  to 
repair  the  damage. 

In  case  of  two  or  more  bridge  gangs  being  called 
to  repair  a  damaged  structure,  in  the  absence  of  a  su- 
perior, the  Foreman  on  whose  district  the  work  is  being 
done  shall  have  general  charge  of  the  same,  unless  or- 
ders are  given  to  the  contrary. 

The  Division  Roadmaster,  or  Bridge  Supervisor, 
shall  take  personal  charge  of  the  more  important  re- 
pairs in  case  of  wrecks  or  damage  by  storms,  fire,  etc., 
and  shall  notify  the  Chief  Engineer  of  the  same,  and 
call  to  his  aid  any  of  the  district  bridge  gangs  he  may 
see  fit. 

Examine  masonry  for  signs  of  settlement  or  of  bulg- 
ing or  tipping  over.  Examine  pedestal  stones  for  crush- 
ing or  splitting.  See  if  masonry  needs  pointing. 

Take  soundings,  and  compare  with  former  records, 
to  note  scouring  around  piles  or  abutments.  Bridge 
watchmen  should  do  this,  when  there  are  any. 

See  that  nuts  on  floor  beam  hangers  are  screwed  to 
a  bearing,  and  check  the  threads  to  prevent  loosening. 

See  that  laterals  are  not  loose,  but  do  not  put  heavy 
strains  on  them. 

Do  not  attempt  to  adjust  the  other  members  of  a 


SOUTHERN    ROADS.  391 

truss  bridge,  either  of  wood  or  of  iron,  without  being 
directed  by  the  Superintendent  of  Bridges,  personally. 

Keep  the  roller,  ends  of  spans  free  from  anything 
that  would  hinder  the  movement  of  the  rollers.  Watch 
the  action  of  truss  spans  under  moving  trains,  and  re- 
port any  undue  lateral  or  vertical  movement. 

Examine  timber  and  piles  for  decay  by  boring.  Test 
the  latter  at  the  ground  line  for  evidences  of  rot.  Tight- 
en nuts  on  trestle  work,  and  pay  special  attention  to  re- 
placing missing  guard  rail  bolts  and  nuts. 

Barrels  filled  with  water  shall  be  kept  on  all  long 
trestle  and  bridge  spans.  Buckets  also  shall  be  kept  in 
the  same. 

Grass  and  weeds  shall  be  cut  away  from  around  pile 
and  trestle  bents. 

Drift  shall  be  removed  from  all  trestles,  bridges  and 
culverts. 

Tunnels  shall  be  examined  for  loose  rocks,  linings, 
etc.  Signal  rules  and  time-cards  shall  be  studied  and 
strictly  observed. 

Have  signal  flags  and  torpedoes  for  warning  trains 
of  dangerous  structures  or  work  under  repair. 

Handle  work  so  as  to  delay  regular  trains  as  little  as 
possible,  and  pay  attention  to  signals  they  may  carry 
for  extras. 

Check  time  frequently  with  train  men  and  at  tele- 
graph stations. 

In  addition  to  the  regular  inspection  reports  already 
referred  to,  each  Bridge  Foreman  shall  report  in  writ- 
ing any  accident  or  failure  of  any  structure  under  his 
charge,  giving  date  and  cause  of  same. 

In  case  of  detention  of  traffic  he  shall  report  the  date 


392  MAINTENANCE   OF   WAY   STANDARDS. 

and  hour  when  traffic  was  stopped,  and  also  when 
same  was  restored,  with  cause  of  detention. 

Each  Foreman  shall  make  a  "Completion  Report" 
of  every  piece  of  work,  giving  list  of  material  used, 
cost  of  labor  performed,  and  general  description  of  the 
work  done.  This  report  shall  be  made  immediately 
after  the  job  is  completed. 

Certain  forms  kept  in  stock  by  the  Stationer  shall 
be  used  for  bridge  reports ;  they  are  as  follows : 

Form  1170  is  a  bridge  foreman's  daily  report,  in 
postal  card  style. 

Form  1171  is  a  weekly  time  report. 

Form  1172  is  a  foreman's  completion  report. 

Form  1184  is  a  monthly  inspection  report  of  bridges 
and  culverts. 

In  addition  to  the  above,  two  large  blank  forms, 
numbered  1 180  and  1182,  have  been  prepared  for  bridge 
records,  instructions  for  using  which  are  as  follows : 

Form  1 1 80  is  designed  for  records  of  frame  and  pile 
trestles,  and  form  1182  is  designed  for  records  of  cul- 
verts, tunnels,  overhead  bridges,  etc. 

Roadmasters  will  order  these  blanks  from  the  Sta- 
tioner in  such  quantities  as  may  be  required,  identify- 
ing them  by  the  form  number. 

As  soon  as  possible  after  receiving  these  blanks, 
each  Roadmaster  will  cause  to  be  made  out  a  complete 
list  of  all  bridge  structures  on  his  division,  giving  to 
each  the  new  number,  with  its  proper  initial  prefixed 
in  accordance  with  the  instructions  recentlv  sent  out 
from  this  office  for  renumbering  bridges.  In  making 
this  list,  the  new  numbers  are  to  be  placed  in  the  mar- 
ginal space  at  the  left,  and  the  old  numbers  at  the  right 
in  the  column  headed  "Remarks."  Enter  up  under 


SOUTHERN    ROADS. 

each  column  the  information  called  for  by  the  printed 
headings,  occupying  space  enough  for  each  structure 
on  the  blank  report  to  give  all  desired  information, 
using  several  lines  if  necessary. 

These  blanks  are  punched  with  holes  on  the  left-hand 
margin,  by  means  of  which  they  can  be  filed  in  a  bind- 
er. Eadh  Roadmaster  will  be  furnished  with  one  of 
these  binders,  and  will  make  requisition  on  the  Sta- 
tioner for  sufficient  blanks  so  that  he  may  keep  a  rec- 
ord of  the  bridge  structures  on  his  division.  For  this 
record,  one  sheet  may  be  used  for  each  bridge.  For 
the  report  to  the  Chief  Engineer,  as  many  structures 
may  be  entered  upon  a  single  sheet  as  can  be  done  dis- 
tinctly, as  the  record  will  be  transcribed  in  the  Chief 
Engineer's  office  into  similar  record  books  to  those 
which  are  to  be  kept  in  each  Roadmaster's  office. 

In  this  report  to  the  Chief  Engineer,  it  is  essential 
to  know  as  nearly  as  possible  the  age  and  present  con- 
dition of  each  structure,  and  the  year  when  the  struc- 
ture was  built  or  rebuilt  should  be  stated  in  the  column 
headed  ''Date  repairs  were  completed." 

These  blanks  are  also  designed  for  periodical  re- 
ports, that  is,  either  quarterly,  semi-annually,  or  annu- 
ally as  may  be  hereafter  required;  in  this  case  the  col- 
umns under  the  heading  "Inspection  and  Estimates," 
and  the  note  in  red  under  "Remarks"  are  to  be  observed 
and  used. 

At  least  once  in  each  year,  or  oftener  if  required,  a 
complete  statement  shall  be  made  of  the  bridges  need- 
ing repairs,  giving  in  each  column,  under  the  proper 
printed  heading,  the  number  of  pieces  of  each  kind 
needing  renewal,  and,  in  the  proper  columns,  an  esti- 
mated cost  of  the  work  for  labor  and  materials. 


394       MAINTENANCE  OF  WAY  STANDARDS. 

At  the  end  of  every  quarter,  namely,  March  31,  June 
30,  September  30,  and  December  31,  each  Roadmaster 
shall  make  a  complete  report  of  all  work  done  during 
the  quarter,  stating  as  nearly  as  may  be  the  material  of 
the  several  kinds  used,  and  the  actual  cost  of  labor  and 
materials.  The  blank  forms  described  are  designed  to 
be  used  for  these  completion  reports. 

Each  Roadmaster  shall  enter  up  on  his  office  record, 
all  inspection  reports  and  estimates  of  renewals  needed, 
and  also  all  completion  reports  and  statements  of  the 
actual  cost  of  work  done,  thus  keeping  in  his  office  a 
copy  of  all  reports  sent  to  the  Chief  Engineer. 

All  such  reports  sent  to  the  Chief  Engineer  will  be 
entered  up  in  the  records  which  are  to  be  kept  in  the 
office  of  the  Chief  Engineer,  so  that  the  result  should  be 
that  the  Chief  Engineer's  record  should  correspond  in 
all  respects  to  the  individual  records  kept  by  each  Road- 
master. 

Roadmasters  and  Supervisors  of  Bridges  may  issue 
such  further  rules  for  the  government  of  their  subordi- 
nates as  they  may  deem  necessary,  provided  they  do  not 
conflict  with  the  foregoing  rules. 


SOUTHERN    ROADS. 


395 


Bills  of  Switch  Ties  for  Double  Throw  Split  Switches, 

All  Oak  Switch  Ties  6"  x  10";  Cypress  7"  x  10" 
Headblocks  are  included  in  Bills. 


No.  10,  No.  10  and  No.  7 

No.  8,  No  8  and  No.  6 

SWITCH  TIE 

FROGS. 

FROGS. 

LENGTHS. 

TRACK  TIES. 

TRACK  TIES. 

8  Feet. 

9  Feet. 

8  Feet. 

9  Feel. 

8'  6" 

Number. 
8 

Number. 

Number. 
10 

Number. 

^ 

4 

*8 

3 

4 

9'  6" 

4 

4 

4 

8 

KK 

3 

4 

2 

4 

10'  6" 

2 

3 

2 

3 

11' 

2 

3 

2 

1 

11'  *6" 

3 

1 

2 

2 

12' 

3 

3 

1 

2 

\V  W 

1 

3 

3 

1 

13' 

2 

1 

3 

3 

13'  6" 

2 

2 

4 

3 

14' 

2 

2 

3 

4 

14'  6" 

3 

2 

3 

3 

15' 

4 

1 

5 

3 

15'  6" 

4 

2 

4 

3 

16' 

8H 

2 

7H 

4 

16'  6" 

3 

9H 

1 

7H 

17' 

1 

3 

2 

17'  6" 

2 

4 

2 

18' 

1 

3 

1 

18'  6" 

2 

1 

1 

19' 

1 

2 

1 

19'  6" 

1 

1 

20' 

2 

1 

20'  6" 

1 

' 

1 

21' 

1 

1 

21'  6" 

1 

22' 

2 

'  'i. 

22'  6" 

1 

2 

23' 

1 

23'  6" 

2 

24' 

1 

Total, 

74 

76 

65 

66 

B.M.  -Cypress 

6049.0 

6641.2 

4955.4 

5305.4 

Oak, 

5185.0 

5692.5 

4247.5 

4547.5 

396 


MAINTENANCE  OF  WAY  STANDARDS. 


Bills  of  Switch  Ties  for  Single  Throw  Split  Switches. 

AU  Oak  Switch  TIPS  6"  x  10":  Cypress  7"  X  10". 
Ilcadblocks  arc  included  in  bills?. 


N0.6FROQ 

No.  7  FROG 

No.  8  FROG 

No.  9  FROG 

No.  10  Fuou 

>WlTt.U    'lit 

TRACK 

TRACK 

TRACK 

TRACK 

TRACK 

LKM.TUS. 

TIE. 

TIE. 

TIE 

TIE. 

TIE. 

8  Ft. 

9  Ft. 

8Fl.|  9  Ft. 

8  Ft. 

9  Ft. 

8  Ft. 

9  Ft. 

8  Ft. 

9  Ft. 

No. 

No. 

"No. 

No 

No 

No. 

No. 

No. 

No. 

No. 

8' 

5 

4 

4 

2 

4 

»'6" 

5 

4 

. 

5 

5 

4 

9' 

4 

5 

5 

4 

5 

4 

6 

2 

7 

4 

D'  6" 

3 

5 

3 

4 

4 

5 

6 

5 

6 

4 

10' 

2 

4 

3 

5 

3 

5 

3 

6 

4 

7 

10'  6" 

2 

3 

3 

3 

3 

4 

4 

6 

3 

6 

11' 

2 

2 

2 

3 

2 

4 

3 

3 

4 

4 

H'  0" 

1 

2 

2 

3 

3 

2 

3 

4 

3 

3 

W 

2 

2 

3 

2 

3 

2 

2 

3 

2 

4 

12'  U" 

1 

1 

1 

2 

2 

3 

3 

3 

2 

3 

13' 

2 

2 

2 

8 

2 

3 

2 

2 

3 

2 

13'  6" 

2 

1   ' 

2 

1 

1 

2 

2 

3 

2 

2 

14' 

2 

2 

2 

2 

2 

2 

3 

2 

3 

3 

14'  6" 

1 

2 

1 

2 

2 

1 

2 

2 

2 

2 

15' 

2 

2 

2 

2 

2 

2 

2 

3 

3 

3 

15'  6" 

1 

1 

2 

1 

2 

2 

2 

2 

3 

2 

16' 

4H 

2 

4H 

2 

2 

2 

4n 

2 

5H 

3 

16'  6" 

3H 

4  ii 

4H 

4H 

4H 

.  f 

4H 

17' 

2 

2 

2 

5 

3 

17'  6" 

.. 

2 

.. 

2 

.. 

4 

.. 

.. 

" 

3 

Total, 

41 

43 

45 

47 

51 

53 

54 

57 

60 

62 

B.  M. 

Cypress, 

2701 

3138 

3004 

3465 

3453 

3940 

3614 

4220 

4045 

4600 

Oak, 

2315 

2690 

2575 

2970 

2960 

3378 

3098 

3618 

3468 

3943 

Numbers  followed  by  ^  include  two  headblocks,  16'  or  16.5'  long. 


SOUTHERN   ROADS. 


897 


SECTION  III. 
CHAPTEK  XII. 

ATCHISON,  TOPEKA,  &  SANTA  FE  K.  R.  CO. 

1.    The  following  rules,  as  shown  on  the  time  sched- 
ules of  this  company,  are  hereby  confirmed : 

A.  Section  Foremen,  or  reliable   men,   must  pass 
over  and  examine  their  sections  daily,   and   ascertain 
that  the  track  slopes,  cuts  and  bridges  are  safe.     This 
should  be  done  in  the  morning. 

B.  They  must  see  that  no  lumber,  wood,  stone,  or 
other  material  is  piled  within  six  feet  of  the  rail. 

C.  Before  a  rail   or  frog  is  taken   out,  or  any  ob- 
struction is   caused   to  the  main   track,  or  when   any 
break  or  obstruction  is  discovered,  the  danger  signal 
must  be  sent  out  in  both  directions,  at   least   twenty 
telegraph  poles  from  the  point  of  danger,  and  a  com- 
petent man  must  remain  and   keep  it  displayed  until 
he  is  recalled  by   the  Foreman,  which   must   not   be 
done  until  the  track  is  known  to  be  safe. 

D.  In   stormy  weather,  Section  Foremen  must  be 
out  with  their  men  (day  or  night)  with  proper  singals, 
and  watch  those  places  most  liable  to  wash  or  be  dis- 
turbed. 


WESTERN   ROADS.  399 

E.  It  is  also  the  duty  of  Trackmen   and    Bridge- 
men  to  put  out  fires  set  by  engines,  and   to  guard  the 
property  of  others,  as  well  as  that  of  the  railroad  com- 
pany, exposed  to  such  fires,  whether  responsibility  at- 
taches to  the  Company  or  not. 

F.  Trackmen   and  Bridgemen  will  pay  particular 
attention  to  the  telegraph  lines.     In   case   the  wires 
are  found  broken  or  on,  the  ground,  crossed  or  in  any- 
way obstructed,   they   must  be  repaired   in  a  tempo- 
rary manner  immediately,  and  where  such  repairs  are 
impracticable,  notice  must  be  given   to   the  nearest 
telegraph  office   by  messenger  or  the  earliest  means 
practicable. 

G.  At  all  times  when  work  is  going  on  which  ren- 
ders it  necessary  for  trains  to  reduce   speed,  a   green 
flag  must  be  set  at  sid4  of  track  at  least  twenty  tele- 
graph poles  from  the   spot,  on  engineman's   side,  in 
each  direction,  as  a   caution  to  approaching  trains  to 
run  slowly.     After  a  severe   storm   of   rain,    wind   or 
snow,  or  a  thaw,  a  hand-car   must   be   sent   over   the 
road  before  the  passage  of  regular  trains. 

H.  Hand-cars  or  other  property  belonging  to  the 
Company  must  not  be  used  except  for  the  business 
of  the  Company. 

I.  Trackmen  and  Bridgemen  must  at  all  times, 
hold  themselves  in  readiness  to  aid  in  the  passage  of 
trains,  and  in  case  of  accident  must  obey  the  orders 
of  the  conductor  of  the  delayed  train. 

J.  Every  man  at  work  on  the  track  or  bridges 
must  bear  in  mind  that  in  operating  the  road  under 
telegraph  orders  a  train  may  pass  at  any  moment. 


400  MAINTENANCE  OF  WAY  STANDARDS. 

K.  All  Foremen  must  see  that  their  gangs  are  sup- 
plied with  the  proper  signal  flags,  lanterns,  etc.,  and 
they  are  thoroughly  instructed  as  to  their  use. 

L.  Trackmen  must  see  that  fences  on  each  side  of 
the  road  and  at  crossings  are  in  good  order,  and  that 
the  cattle  guards  are  in  repair.  A  break  in  a  fence 
should  not  be  overlooked,  and  when  it  can  not  be  re- 
paired for  want  of  material,  the  Section  Foreman  must 
give  the  Headmaster  immediate  notice  of  it,  stating 
what  material  is  required.  When  fences  are  taken 
down  for  any  purpose,  they  must  be  replaced  without 
unnecessary  delay. 

In  addition  to  the  above,  and  in  order  to  make 
some  points  clearer  or  more  emphatic,  the  following 
must  be  observed. 

Referring  to  Rule  1 — A.  At  times  when  there  is 
no  apparent  danger  of  damage  to  track  from  freshets 
or  other  special  causes,  the  Foreman  may  send  a 
track-walker  to  examine  those  parts  of  his  section, 
which  he  does  not  personally  examine  on  that  day, 
but  in  this  case  as  in  all  similar  cases,  the  Foreman 
will  be  held  personally  responsible  for  the  acts  of  the 
track  walker  or  of  any  person  to  whom  he  intrusts 
the  supervision  of  any  of  his  work. 

Special  attention  is  called  to  Rule  1 — C  above.  It 
is  not  sufficient  to  set  a  danger  signal  in  the  track, 
but  in  all  cases  a  man  must  remain  and  keep  the  sig- 
nal displayed.  A  red  light  or  flag,  when  used  as  a 
danger  signal,  must  never  be  out  of  the  hands  of  a  re- 
liable man. 

Referring  to   Rule  1 — D.     When  any  break  or  ob- 


WESTERN    ROADS.  401 

struction  is  discovered,  the  Foreman  must  first  see 
that  danger  signals  are  properly  placed  as  directed  in 
Rule  1 — C.  At  night  or  during  storms  and  fogs,  a 
red  signal  must  not  alone  be  depended  on  for  stop- 
ing  a  train,  but  two  torpedoes  must  be  placed  upon 
the  rail  on  the  Engineman's  side  of  the"  track,  at 
points  one  rail  length  apart  and  at  a  distance  of  not 
less  than  one  quarter  of  a  mile  from  the  signalman, 
in  the  direction  of  the  approaching  train.  Another 
torpedo  should  be  placed  on  the  rail  near  the  stand  of 
the  singnalman,  and  in  case  the  engineinan  fails  to 
take  notice  of  the  first  two  torpedoes  the  signalman 
must  be  prepared  to  secure  his  attention  by  throwing 
a  clod  of  earth  or  some  similar  substance  at  the  cab 
window  of  the  engine.  The  Foreman,  after  having 
gone  over  his  section,  and  having  seen  that  all  unsafe 
places  are  protected,  must  take  steps  to  repair  the 
damage,  and  if,  with  his  force  he  is  not  able  to  do  this 
promptly,  he  must  at  once  report  by  telegraph  to  the 
Roadmaster. 

Referring  to  Rule  1 — G.  A  green  flag,  when  used 
as  a  signal  for  caution,  should  not  be  set  upright  in 
the  ground,  but  should  be  attached  to  a  short  post,  set 
eight  feet  from  the  rail  on  the  engineman's  side  of  the 
track.  The  top  of  the  post  should  be  four  feet  above 
the  top  of  the  rail,  and  the  flag  stick  should  be  fast- 
ened to  the  post  in  a  horizontal  position  so  that  the 
flag  will  hang  free  and  not  be  obstructed  by  weeds  or 
grass  and  be  in  plain  view  of  the  engineer. 

When  a  caution  signal  is  used  for  a  considerable 
length  of  time,  as  during  the  erection  of  a  bridge,  a 


— 4O2 — 
PLATE  CXXI. 


—403— 
PLATE  CXXII. 


a 

LJ 


a 

< 
o 


a 
oc 


r— *:H 


—404— 
PLATE  CXXIII. 


a 
u 


o 

ee 


en 


<m  to 


WESTERN    ROADS.  405 

sign  board  with  the  word  "  slow"  painted  in  large  let- 
ters should  be  used  instead  of  a  green  flag.  Any  case 
of  disregard  of  either  danger  or  caution  signals  on 
the  part  of  the  engine  or  trainmen,  or  any  instance  of 
reckless  or  dangerous  speed  of  trains  over  bad  track, 
should  be  immediately  reported  to  the  Headmaster, 
with  a  full  written  statement  of  the  facts  and  circum- 
stances. 

Referring  to  Rule  1 — H.  Neither  hand  cars  nor 
any  other  tools  or  materials  belonging  to  the  railroad 
company  are  to  be  lent  to  persons  not  in  the  com- 
pany's service,  nor  to  be  used  except  for  the  com- 
pany's work. 

Hand-cars  and  push-cars,  when  not  in  actual  use, 
must  be  lifted  from  the  track  and  placed  entirely 
clear  of  passing  trains,  and  of  all  highway  crossings, 
and  when  out  of  sight  of  the  men,  they  must  be  locked. 

The  use  of  hand-cars  or  push-cars  on  the  track  at 
night,  or  during  fogs  or  storms,  is  extremely  hazard- 
ous and  is  not  allowed  except  in  cases  of  emergency, 
and  in  those  cases  the  greatest  care  must  be  used  to 
prevent  accidents.  At  night  lanterns  must  be  dis- 
played on  each  end  of  the  car,  and  during  fogs  and 
storms  the  caution  should,  if  necessary,  extend  even 
to  the  length  of  having  flagmen  out  in  each  direction, 
and  running  the  car  no  faster  than  these  flagmen 
can  walk. 

When  more  than  one  hand-car  is  used  by  a  gang  or 
when  gangs  under  different  foremen  are  running  over 
the  track  in  the  same  direction,  the  cars  must  be 
kept  at  least  two  telegraph  poles  apart. 


406       MAINTENANCE  OF  WAY  STANDARDS. 

In  no  case  must  a  hand-car  or  push-car  be  attached 
to  a  train  or  engine  in  motion. 

Loaded  push  cars  on  the  track  are  to  be  considered 
as  obstructions,  and  must  be  protected  by  danger  sig- 
nals. 

Except  in  cases  of  emergency,  110  work  which  will 
obstruct  the  track  should  be  done  during  fogs  or 
storms.  During  such  weather,  after  going  over  his 
section  to  see  that  everything  is  safe,  the  Foreman 
should  employ  his  men  at  the  section  tool  house, 
cleaning,  repairing  and  grinding  tools,  fitting  up  old 
bolts,  spikes,  etc.,  for  use,  and  such  other  work  of 
like  character  as  he  may  find  to  do. 

Track  Foremen,  when  at  work  on  their  sections, 
must  have  their  time  cards  with  them,  and  must  care- 
fully observe  the  time  of  all  schedule  trains. 

All  culverts  must  be  kept  free  from  accumulations 
of  mud,  brush,  driftwood  or  logs,  and  ditches  of  the 
full  width  of  the  openings  of  culverts  must  be  cut 
both  at  the  inlet  and  outlet,  down  to  a  level  with  the  top 
of  the  paving  in  the  culvert.  Constant  care  should  be 
used  in  this  matter,  but  special  attention  should  be 
given  it  in  the  spring,  and  in  the  first  week  in  April 
of  each  year  is  here  appointed  as  a  time  during  which 
all  culverts  must  be  carefully  examined  and  cleaned. 

Where  the  track  is  fenced,  foremen  must  see  that 
the  gates  at  farm  road  crossings  are  kept  closed  and 
if  these  are  frequently  left  open  by  owners  of  land, 
the  Foreman  must  make  a  written  report  of  the  fact 
to  th^  "Roadmaster. 

A.     All  combustible   material  must   be  removed  a 


WESTERN    ROADS.  407 

safe  distance  from  all  company  buildings,  bridges  and 
cattle  guards,  and  all  company's  material  such  as 
cioss  ties,  telegraph  poles  and  bridge  material  piled 
on  the  right  of  way. 

B.  The  tops  of  all  piers  and  abutments  must  be 
kept  clean,  and  wate,r  barrels  on  bridges  at  all  times 
kept  full  of  water. 

C.  When  for  any  reason  it  is  necessary  to  build  a 
fire   on  or  adjacent  to  the  right  of  way,  the  Foreman 
must  personally  see  that  it  is  completely  extinguished 
before  leaving  the  scene  of  the  fire. 

All  tools  and  material,  in  small  pieces,  such  as 
bolts,  spikes,  etc.,  when  not  in  actual  use  must  be 
kept  inside  the  tool  houses,  and  all  material,  such  as 
rails,  frogs,  cross-ties,  etc.,  when  not  in  track  must  be 
kept  in  neat  piles.  All  car  doors,  bolts,  links,  pins, 
etc.,  found  along  the  track  must  be  picked  up  and 
taken  without  delay  to  the  section  tool  house.  Any 
package  or  articles  of  freight  that  may  fall  from  any 
train  must  be  taken  to  the  nearest  station  and  deliv- 
ered to  the  station  agent,  from  whom  a  receipt  will  be 
obtained,  or  in  case  the  article  is  too  heavy  to  be 
loaded  or  carried  upon  the  push-car  it  must  be 
promptly  reported  to  the  nearest  station  agent.  A 
full  report  of  the  material  should  be  sent  to  theEoad- 
master  without  delay. 

On  the  first  Monday  in  alternate  months,  begin- 
ning with  January  in  each  year,  all  old  material,  such 
as  broken  car  links,  drawbars,  brake  beams,  broken  or 
unserviceable  wheels  and  axles,  and  refuse  track  ma- 
terial, or  any  useless  or  unsightly  material,  will  be 


408       MAINTENANCE  OF  WAY  STANDARDS. 

loaded  on  cars,  under  the  direction  of  Headmasters, 
and  forwarded  to  destination  as  directed  from  time  to 
time.  Foremen  must  prepare  for  this  periodical 
cleaning  up  by  gathering  together  all  such  material 
as  described  above,  and  piling  it  beside  the  track  con- 
venient for  loading.  This  work  must  be  completed 
on  the  Saturday  previous  to  the  day  for  loading  the 
material,  new  or  old,  belonging  to  the  railroad  Com- 
pany, and  Foremen  must  be  vigilant  and  energetic  to 
prevent  the  theft  of  material  by  vicious  persons,  and 
must  do  all  in  their  power  to  secure  the  punishment 
of  persons  guilty  of  such  theft. 

Requisitions  for  new  tools  will  not  be  honored  un- 
less those  broken  or  worn  out  are  returned  to  the 
Roadmaster  or  satisfactory  reason  given  for  those 
missing. 

All  Foremen  are  expected  to  remain  with  their  men 
and  personally  superintend  all  work.  When  gangs 
are  small  the  Foreman  must,  himself,  assist  in  the 
work. 

No  time  must  be  returned  for  laborers  except  they 
are  actually  at  work  for  the  Railroad  Company,  and 
Foremen  are  cautioned  against  detailing  men  out  of 
their  gangs  to  do  work  such  as  cutting  firewood  or 
assisting  in  the  kitchen  of  the  section  house  or  work 
trains. 

It  must  be  distinctly  understood  that  fora  Foreman 
to  return  time  on  the  Company's  books  for  any  work 
done  for  himself,  or  other  persons,  is  dishonesty, 
which  will  be  followed  by  his  discharge  from  the 
Company's  service  and  by  criminal  prosecution. 


WESTERN    ROADS.  409 

The  borrowing  or  lending  of  money  between  an  em- 
ploye and  his  superior,  and  the  soliciting  or  contribu- 
ting of  money  for  the  purchase  of  testimonials  to  be 
presented  to  superior  officers,  is  positively  forbidden, 
and  any  officer  or  employe  of  this  department  who 
asks  or  receives  money  or  any  valuable  thing  what- 
ever in  consideration  for,  or  on  account  of,  employ- 
ment or  place  given,  will  be  immediately  and  dishon- 
orably dismissed. 

Collections  on  account  of  the  A.  T.  &  S.  F.  Hospi- 
tal Association  will  be  made  from  all  employes 
whether  working  a  full  month  or  a  fractional  part 
thereof,  and  upon  the  basis  of  the  total  gross  earnings, 
for  the  month  in  each  case,  at  the  following  rates: 

From  all  employes  earning  during  the  month  $30.00 

or  less 25  cents 

More  than  $30.00  and  less  than  $60.00 35  cents 

More  than  $60.00  and  less  than  $100.00 50  cents 

$100.00  or  over $1.00 

Persons  temporarily  employed  during  emergencies, 
or  performing  labor  under  contract,  shall  be  exempted 
from  assessments  and  excluded  from  all  benefits  of 
the  Association. 

RULES  AND  INSTRUCTIONS  TO  TRACK  FOREMEN  CON- 
CERNING THE  DETAILS  OF  TRACK  WORK. 

Perfect  track  must  have  the  following  essential 
characteristics: 

1.  Good  surface, 

2.  Good  drainage. 

3.  Good  line. 

4.  Accurate  gauge. 

5.  Tight  joints. 


410 


MAINTENANCE    OF    WAY    STANDARDS. 


In  surfacing  track  the  use  of  the  track  level  is  of 
primary  importance.  No  foreman  is  allowed  to  trust 
his  eyes  to  decide  when  track  is  level,  but  must  keep 
his  track-level  and  sighting  boards  in  constant  use 
when  surfacing  track. 

Upon  all  straight  track,  except  when  approaching 
curves,  the  track  must  be  level. 

Upon  all  curves  the  outer  rail  must  be  higher  than 
the  other  and  the  amount  of  this  super-elevation  of 
the  outer  rail  is  proportioned  to  the  "degree  or  rate" 
of  the  curve. 

In  approaching  a  curve  it  is  necessary  to  pass  grad- 
ually from  level  track  to  that  having  the  full  super- 
elevation required  011  the  outer  rail  of  the  curve,  and 
for  convenience  we  will  call  the  gradual  change  the 
easement  or  "run-off."  The  length  of  the  easement 
will  be  120  feet  for  each  curve. 

TABLE.    SHOWING    AMOUNT    OF     SUPEK-ELEVATION    AND 
LENGTH  OF  EASEMENT  FOE  DIFFERENT  CUBVES. 


Degree  of 
Curve. 

Amount  of 
Super-Elevation 

Length  of 
Easement. 

1 

finches 

120  feet 

2 

H 

" 

3 

2| 

" 

4 

3 

M 

5 

3| 

" 

6 

4* 

« 

7 

54 

it 

8 

4 

" 

9 

51 

II 

10 

g 

" 

In  case  of  compound  curves  the  super-elevation 
called  for  in  the  table  will  be  given  to  the  curve  of 
greatest  degree  throughout  its  entire  length.  The 


WESTERN    ROADS.  411 

easement  shall  then  be  used  on  the  curve  of  less  de- 
gree until  the  proper  super-elevation  for  that  curve  is 
reached. 

In  case  any  tangent  is  too  short  to  provide  for  the 
length  of  easement  given  in  the  table,  the  tangent 
shall  be  divided  into  two  parts  in  proportion  to  the 
degree  of  the  curves  which  it  connects,  the  greater 
part  being  next  to  the  curve  of  greater  degree.  At 
the  dividing  point  so  found  make  ninety  (90)  feet 
or  nearest  three  rail  lengths  of  the  tangent  level,  then 
use  easements  in  each  direction  for  120  feet,  using  so 
much  of  the  curve  as  is  necessary  for  that  purpose. 

In  case  of  doubt  as  to  the  degree  or  rate  of  any 
particular  curve,  the  following  rule  will  enable  the 
Foreman  to  determine  the  degree  .for  himself. 

Take  a  cord  or  small  line  213^  feet  long,  having  a 
knot  tied  at  the  middle  point,  stretch  the  line  tight 
and  place  the  ends  against  the  gauge  side  of  the  outer 
rail  of  the  curve.  Measure  the  distance  from  the 
knot  at  the  middle  of  the  line  to  the  gauge  of  the 
outer  rail  and  the  number  of  feet  in  this  distance  will 
be  the  degree  of  the  curve. 

No  curves  will  have  a  super-elevation  greater  than 
5J  inches,  because  curves  sharper  than  those  shown 
in  the  above  table  are  only  found  at  places  where 
trains  and  engines  can  not  run  at  a  high  rate  of 
speed.  The  table  above  must  not  be  applied  to  curves 
in  yards,  fop  which  the  proper  super-elevation  can 
not  be  specified  in  general  instructions,  but  must  be 
governed  by  circumstances,  and  it  will  be  the  subject 
of  special  instructions  from  the  Roadmaster  to  the 
Track  Foreman. 


412  MAINTENANCE   OF   WAY   STANDARDS. 

Special  attention  must  be  given  to  secure  good 
drainage  of  the  roadbed  and  to  this  end  the  cross  sec- 
tion of  the  road-bed  and  ballast  must  be  made  to 
conform  to  the  standard  diagrams,  which  will  be  furn- 
ished to  all  Koadmasters  and  Track  Foremen. 

In  no  case  must  earth  be  heaped  against  the  side  of 
stone  or  gravel  ballast,  but  the  earth  roadbed  must  be 
cut  away  so  as  to  give  perfect  drainage  from  the 
bottom  of  the  ballast. 

In  many  places  the  drainage  of  the  roadbed  is  of 
the  first  importance,  because  without  it  the  other  es- 
sentials of  good  track  cannot  be  maintained. 

When  landslides  occur  they  should  be  opened  by 
cross  drains,  whicji  should  be  filled  with  rock. 

In  adjusting  the  line  of  Jrack,  foremen  must  be 
careful  to  keep  the  general  line  made  in  the  original 
construction  of  the  road,  unless  under  special  instruc- 
tions to  make  changes,  in  which  case  the  proper  stakes 
for  the  guidance  of  the  Foreman  must  be  set  by  the 
resident  engineer. 

The  adjustment  of  the  line  of  track  should  be  con- 
fined to  removing  short  bends  and  deviations  from 
the  general  line,  and  the  Foreman  should  remember 
that  track  can  not  be  maintained  in  good  line  un- 
less the  rails  themselves  are  free  from  "kinks"  and  un- 
less they  are  properly  bent  to  fit  the  curves  upon 
which  they  are  used. 

Track  can  not  be  properly  lined  unless  it  is  uni- 
formly and  accurately  gauged. 

The  correct  gauging  of  track  is  of  great  import- 
ance, and  in  order  to  secure  accuracy  in  this  matter 
each  superintendent  is  furnished  with  test  gauges, 


\\  ASTERN    ROADS. 


and  is  required  from  time  to  tim£  to  test  the  track 
gauge  used  by  each  Foreman  and  to  see  that  this  tool 
is  in  proper  condition  and  also  to  test  the  track 
upon  each  section  to  see  that  proper  care  is  taken  in 
gauging. 

On  straight  lines,  except  at  turnouts  and  in  yards, 
the  guageof  the  track  should  be  4  feet  8J  inches. 

On  all  curves  the  gauge  should  be  wider  than  on 
straight  lines.  The  following  table  shows  the  gauge 
of  track  to  be  used  upon  curves  of  different  degrees: 


DEGREE  OF 
CURVE. 

Gauge  of 
Track. 

Increase  from 
Standard  Gauge. 

1 

4'   8g" 

&  inch 

Q 

4     8|" 

£ 

i{ 

4'   8f 

i 

4 

4     8r 

i 

5 

4"   82" 

i 

t;  . 

4'   8T 

1 

7 

4'   8i" 

1 

8 

4'   83" 

1 

9 

4'   9" 

10 

4'   9" 

^ 

11 

4'   9" 

2 

12 

4'   94" 

i 

13 

4'   9J- 

^     i 

14 

4'   9i- 

i 

15 

4'   94/ 

¥ 

16 

4'   9^ 

i 

17 

4'   94" 

i 

18 

4'   9§" 

i 

19 

4'   9g" 

i 

20 

4'   94- 

1 

For  securing  accuracy  in  gauging  curves,  a  gauge 
with  adjustable  end  will  be  used.  These  gauges  will 
be  painted  red,  and  when  using  the  red  guage  the 
Foreman  must  give  careful  attention  to  see  that  it  is 
properly  adjusted  for  the  curve  upon  which  it  is  be- 
ing used. 


414  MAINTENANCE    OF    \VAY    STANDARDS. 

The  nuts  of  track  bolts  m.ust  be  kept  tightly 
screwed  up  and  every  joint  must  be  full  bolted. 
Track  can  not  be  maintained  in  good  shape  if  the 
joint  fastenings  are  allowed  to  get  loose.  If  allowed 
to  remain  loose  for  any  considerable  length  of  time 
the  bolts  become  so  much  worn  that  they  are  no 
longer  fit  for  service. 

The  work  of  tightening  bolts  must  be  done  under 
the  personal  supervision  of  the  Foreman,  who  is  ex- 
pected to  see  not  only  that  all  nuts  are  tight,  but  that 
any  nut  lock  device  which  may  be  in  use  on  his  sec- 
tion is  properly  applied  and  adjusted. 

Loose  joints  are  not  only  inconsistent  with  good 
track  but  by  their  rattling  they  advertise  the  bad  con. 
dition  of  the  track— an  advertisement  which  injures 
the  character  of  the  road. 

Switches,  frogs  and  turnout  leads  must  be  care- 
fully laid  in  accordance  with  standard  diagrams, 
which  will  be  furnished  whenever  needed. 

Turnouts  from  main  track  must  be  ballasted  to  a 
depth  of  one  foot  below  the  bottom  of  the  switch 
ties. 

Tracks  at  turnouts  must  be  laid  level  except  when 
turning  out  from  curved  main  track,  in  which  case 
special  instructions  will  be  given. 

Gauge  of  tracks  at  all  turnouts,  whether  011  straight 
or  curved  line,  will  be  4  feet  9  inches,  which  is  ^ 
inch  wider  than  standard  gauge.  This  4  feet  9  inch 
tjauge  shall  extend  clear  through  the  switch,  includ- 
ing the  frogs  and  point  rails,  or  slide  rails,  and  out- 
side of  these  limits  the  gauge  shall  be  narrowed  to  4 
feet  8^  inches  in  a  distance  of  30  feet  in  each  direc- 
tion, 


\VJ5STEKX    KOADS.  i  1  ."i 

In  large  yards  where  many  leads  turn  out  from  one 
track,  the  guage  of  this  track  should  be  4  feet  9 
inches  for  its  whole  length. 

Guard  rails  at  frogs  and  switches  shall  be  spaced 
2  inches  from  main  rail,  measured  ^  inch  below  top 
of  rails,  and  braced  in  that  position. 

Guard  rails  shall  br  of  same  height  as  main  rails, 
and  the  flange  of  each  guard  rail  shall  be  planed  off 
on  main  rail  side  as  follows,  to  allow  for  spiking  both 
main  and  guard  rails: 

71  pound  rails,  1 — .}  inches. 

66     ««  "      1— i 

61      -  ««      1—1 

56     *•'  "1  inch 

52     "  ••      1  inch 

At  frogs,  guard  rails  and  switches  the  spaces  be- 
tween rails  in  which  the  feet  of  switchmen  are  liable 
to  be  caught  shall  be  rilled  with  wooden  blocks  (or  as 
otherwise  ordered )  so  as  to  prevent,  as  far  as  possible, 
this  cause  of  accident. 

Three  sizes  of  frogs  are  standard  and  no  other  size 
will  be  used  without  special  permission.  Number  9 
(1  in  9)  angle  6deg.  22  min.  This  frog  is  the  main 
frog  in  nearly  all  main  line  turnouts  and  requires  a  7 
deg.  30  min.  curve  for  lead.  Number  6J  (1  in  6^) 
angle  9  degrees  00  min.  This  is  the  crotch  frog  in 
all  7  degree  30  min.  main  line  double  throw  turnouts. 
It  is  also  used  as  a  main  line  frog  in  turnouts  where 
curve  of  lead  is  15  degrees.  Number  4^  (1  in  4^  ) 
angle  13  d<-g.  00  min.  This  is  the  crotch  frog  where 
number  5^  frogs  are  used  in  a  double  throwr  switch. 
Slide  rails  of  stub  switches  should  generally  be  30 


— 416 — 
PLATE  CXXIV. 


PLATE  CXXV. 


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PLATE  CXXVI. 


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\YLST1SKN    K()A1>S. 

IVrt  long,  spiked  for  five  feet  at  fixed  end  if  on  7  deg. 
30  niin.  curve,  and  12  feet  if  011  a  15  deg.  curve. 

Track  foremen  must  give  careful  attention  to  put- 
ting in  and  maintaining  street  and  road  crossings. 
Street  ciossings  in  cities  and  towns  will  consist  of  a 
plank  outside  of  each  rail  and  the  space  between  the 
rails  fully  planked,  except  for  the  flange  groove  be- 
tween each  rail  and  the  nearest  plank.  Country  road 
crossings  and  private  farm  crossings  will  consist  of 
four  planks—  one  on  each  side  of  each  rail,  and  the 
space  between  the  two  inner  planks  must  be  well 
filled  with  broken  stone  or  earth.  All  the  planks  in 
a  crossing  must  be  cut  to  an  even  length  and  laid 
evenly.  Planks  must  be  secured  to  tie  by  a  sufficient 
number  of  8  inch  boat  spikes — common  track  spikes 
must  not  be  used.  The  inside  plank  next  to  the  rail 
should  be  laid  so  as  to  leave  3  inches  between  the 
head  of  tne  rail  and  the  edge  of  the  plank.  On  the 
outside  of  the  track  the  under  edge  of  the  plank 
should  be  notched  to  set  over  the  spikes  and  the 
planks  laid  close  to  the  rail.  The  ends  of  the  plank 
shall  be  rounded  and  and  beveled  off  as  shown  on 
drawing. 

In  surfacing  track  care  must  be  taken  not  to  raise 
the  track  in  general  off  its  bed,  but,  to  raise  the  low 
places  only  so  much  as  is  necessary  to  bring  them 
up  to  the  general  surface  of  the  track.  When  track 
is  raised  it  is  necessary  to  give  special  attention  to 
the  tamping  of  earth,  or  ballast  under  the  ties. 
Tamping  should  extend  from  a  point  twelve  inches 
inside  each  rail,  outward  to  the  ends  of  ties.  The 
tamping  should  be  hard  and  uniform  and  joint  ties 
should  be  tamped  last. 


420  MAINTENANCE   OP   WAY   STANDARDS. 

In  widening  cuts,  or  in  cleaning  out  ditches  in  cuts 
the  earth  should  not  be  cast  out  of  the  cut  and  left 
near  the  edge  of  the  slope  where  the  first  rain  will 
wash  it  back  into  the  cut.  Whenever  practicable, 
material  taken  out  of  cuts  should  be  loaded  on  push 
cars  and  carried  to  the  adjacent  embankment,  where 
it  will  always  be  needed.  We  shall  thus  secure  a 
double  result  from  the  labor  of  removing  the  material. 

The  cross- ties  in  track  must  be  laid  with  the  mid- 
dle of  the  tie  at  the  center  of  the  track,  so  that  the 
ends  of  the  ties  will  project  an  equal  amount  on  each 
side  of  the  rails. 

All  spikes  must  be  driven  perpendicular  to  the  face 
of  the  tie.  Each  end  of  each  tie  must  be  spiked  to 
the  rail  by  two  spikes,  one  on  the  inner  or  guage 
side  and  one  on  the  outside  of  the  rail.  The  outside 
spike  of  one  rail  must  be  opposite  the  outside  spike  of 
the  other  rail  and  the  inside  spike  of  one  rail  must 
be  opposite  the  inside  spike  of  the  other  rail.  This 
rule  must  be  observed  on  straight  lines  as  well  as 
on  curves. 

Where  track  is  laid  with  good  oak  ties  rail  braces 
must  be  used  both  on  inside  and  outside  rails  at  cen- 
ters and  quarters  on  all  curves  of  six  degrees  and 
over.  When  track  is  laid  with  cedar  or  other  soft 
wood  ties  rail  braces  must  be  used  on  inside  and  out- 
side rails  011  all  curves  of  three  degrees  and  over,  by 
placing  them  at  centers  and  quarters  on  curves  from 
three  degrees  to  five  degrees,  and  at  centers,  quarters 
and  at  one  end  of  each  rail  near  the  joints,  on  all 
curves  of  six  degrees  and  over. 

Foremen  will  be  expected  to  keep  their  sections 
neat  and  clean  by  picking  up  all  material  not  in  the 


WESTERN    KOADS.  21 

track  and  either  carrying  it  to  the  tool  house  or  piling 
it  in  convenient  places  by  cutting  the  weeds  and 
brush  within  the  limits  of  the  Railroad  Company's 
right  of  way,  by  burning  all  useless  and  valueless 
rubbish;  by  keeping  ditches  cleaned  out,  &c.,  &c.,  &c. 

All  weeds  upon  the  top  of  the  road-bed  on  embank- 
ments which  are  within  two  feet  of  the  ends  of  the 
cross-ties,  and  in  excavations,  all  weeds  to  the  outside 
of  the  ditches  must  be  cut  close  to  the  ground  with  a 
shovel  and  in  all  other  places  weeds  will  be  cut  with 
a  scythe.  Weeds  cut  with  a  shovel  should  be  left  to 
lie  where  they  fall,  because  throwing  them  out  of  the 
track  or  off  the  roadbed  removes  earth  which  must 
be  replaced  at  extra  cost. 

Foremen  in  charge  of  section  houses  must  see  that 
they  are  kept  neat  and  clean  and  the  section  house 
yards  free  from  rubbish. 

An  untidy  section  will  be  considered  as  evidence 
of  an  incompetent  Foreman. 

In  relaying  or  renewing  track,  foremen  will  observe 
the  following: 

Rails  must  not  be  thrown  from  a  car  in  unloading 
but  must  be  "skidded"  to  the  ground  so  as  to  avoid 
the  danger  of  bending  or  breaking. 

Rails  having  bad  "kinks"  or  surface  bends  should 
not  be  laid,  but  should  be  thrown  out  until  they  can 
be  straightened.  All  rails  for  use  on  curves  of  two 
degrees  or  sharper,  must  be  curved  before  being  laid. 
The  curving  must  not  be  done  with  a  sledge,  but  "rail 
benders"  will  be  furnished  which  are  to  be  used  both 
for  curving  rails  and  for  straightening  those  which 
are  too  crooked  for  use. 


422 


MAINTENANCE   OF    \VAV    STANDARDS. 


The  following  table  shows  the  amount  of  curve  to 
be  given  to  rails  of  different  lengths  for  curves  of 
different  degrees.  The  middle  or  dhiate  of  a  curved 
rail  is  the  distance  from  a  line  or  cord  drawn  be- 
tween the  ends  of  the  rail  to  the  corresponding  part 
of  the  rail  at  its  middle: 


DEGREE 

OF 

CURVE. 

h  •.;;.'••,    MIDDLE  OBDINATES. 

24 
Feet  Rail. 

26                     28 
Feet  Rail.  !  Fee't  Rail. 

30 
Feet  Rail. 

Inches.          Inches.          Inches. 

Inches. 

1 

*                 i 

i 

i 

2 

S                  § 

i 

i 

3 

*'                 i 

i 

1 

4 

1                  2 

i 

i     • 

5 

I 

1 

i 

u 

6 

1 

1-i 

ij 

ii 

7 

H 

1± 

t| 

i  ;: 
*4 

8 

H 

1* 

1^ 

li 

9 

lg 

l| 

i| 

2^ 

10 

H 

if 

2i 

2i 

11 

•*•§ 

2 

2i 

2§ 

12 

ii 

2s 

2i 

2| 

13 

2 

2s 

2g 

«i 

14 

2J8 

2* 

-2| 

si 

15 

2i 

20 

3£ 

3g 

The  ordihate  at  the  quarter  shall  be  three-fourths 
of  the  middle  ordinate. 

The  allowance  for  contraction  and  expansion  of 
rails  must  be  gauged  by  iron  "shims"  and  not  by 
wooden  chips  nor  "by  guess."  Shims  £  inch  thick 
will  be  used  in  hot  summer  weather,  Jinch  shims  for 
moderately  cool  weather,  and  §  inch  shims  for  cold 
weather  in  winter. 

When  any  extensive  renewal  of  track  is  made  the 
old  rails  which  are  taken  out  must,  as  soon  as  possible, 
be  loaded  and  sent  to  division  headquarters,  where 


WESTERN    ROADS. 

they  are  to  be  cut.  drilled,  sorted  and  piled,  so  as  to 
be  ready  for  use  in  side  tracks  or  elsewhere.  No 
pieces  of  rail  less  than  fifteen  feet  in  length  will  be 
considered  fit  for  use  in  main  track.  All  shorter 
pieces  of  iron  rails  and  all  battered  iron  rails  will 
be  considered  as  scrap  iron.  Broken  or  worn  out 
steel  rails  will  be  disposed  of  under  special  instruc- 
tions. 

TIES. 

The  uniform  and  accurate  spacing  of  ties   must  be 

carefully   attended   to,  and  foremen     must  see   that 

where  slots  are  punched  either  in  the  base  of  rails  or 

in  the  base  of  angle  splices  that  a  tie  is  placed  under 

•  and  a  spike  driven  in  the  slot. 

Hardwood,  pine  or  cedar  ties  will  be  used,  and  will 
be  kid  at  the  rate  of  2,640  to  3,168  per  mile  of  main 
track,  as  ordered  from  time  to  time.  On  siding  2.640 
ties  per  mile  will  be  laid.  The  ties  must  be  carefully 
bedded  before  the  rails  are  laid,  so  as  to  have  a  firm 
and  solid  bearing  for  at  least  two  feet  from  each  end, 
and  so  as  to  conform  to  the  true  grade  line  as  indi- 
cated by  the  stakes  of  the  engineer.  Straight  edges 
must  be  used  in  surfacing  ties,  and  must  be  kept  in 
such  repair  as  to  bring  the  ties  to  a  true  surface. 

The  ties  must  be  adzed  not  only  so  as  to  take  them 
out  of  wind,  but  so  as  to  give  a  horizontal  face  of  at 
least  five  (5)  inches. 

Special  care  must  be  taken  to  select  large  ties  for 
the  joints  and  shoulder  ties,  and  the  shoulder  tie 
must  be  so  spaced  as  to  give  8  inches  between  the 
joint  and  shoulder  ties.  Ties  must  be  laid  at  right 
to  the  center  line  of  track,  and  must  be  so 


424  MAINTENANCE  OF   WAY   STANDARDS. 

placed  that  the  center  of  the  ties  will  cdhie  on  the 
said  center  line  of  track.  The  ties  in  each  rail-length 
between  the  shoulder  ties  must  be  evenly  spaced  over 
the  intervening  distance. 

Good  serviceable  cross- ties  must  not  be  removed 
trom  the  track,  and  when  inserting  new  ties  the  Fore- 
man must  exercise  the  greatest  care  and  judgment 
and  see  that  they  are  so  distributed  that  all  portions 
of  the  track  shall  be  made  equally  safe. 

Foremen  must  keep  a  supply  of  wooden  plugs 
always  on  hand,  and  whenever  a  spike  is  drawn  from 
a  sound  tie  the  whole  must  be  immediately  plugged. 

Spikes  must  be  drawn  from  all  clcl  cross-ties  re- 
moved from  the  track.  The  old  ties  shall  then  be 
piled  so  that  they  can  be  inspected  by  the  Road- 
master,  after  which  they  shall  be  disposed  of  as  he 
directs. 

Old  spikes,  splices,  bolts  and  other  track  material 
unfit  for  use,  shall  be  collected  and  kept  at  the  tool 
house  and  subject  to  the  Headmaster's  disposal . 

Track  Jacks,  when  in  use,  must  always  be  placed 
on  the  outside  of  the  rail. 

No  employe  of  this  department  must  be  discharged 
to  make  room  for  another  except  for  good  cause. 

RULES    AND    INSTRUCTIONS    CONCERNING    REPORTS    AND 
THE    USE   OF   BLANK  FORMS. 

The  following  is  a  list  of  all  the  blank  forms  re- 
quired for  the  use  of  foremen.  In  ordering  these 
blank  forms,  both  the  name  and  consecutive  number 
shall  be  given  also  the  quantity  of  each  required: 

TRACK  BLANKS. 

Form  643 Discharge  Tickets 

"      650..      ..  Board  Bills. 


WESTERN    ROADS. 

Form  952 Track  Material  Report. 

••     954 Report  of  Rails  worn  out  and  taken 

from  track. 

••     955 Broken  Rail  Report. 

••     956 Fire  report. 

•;     957 Work  Train  Report. 

963 Report  of  Accidents  to  Trains. 

"     964 Report  of  New  Side  Tracks . 

"  1001 Monthly  Time  Book. 

••  1003 Foreman's  Tool  Report. 

'•  1407 Report  of  Stock  Killed. 

"  1428 Report  of  Accidents  1o  Persons. 

BRIDGE    AND    BUILDING    BLANKS. 

Form  640 Discharge  Tickets. 

••  050 Board  Bills. 

•;  956 Fire  Report. 

"  963 Report  of  Accident  to  Trains. 

"  1001 Monthly  Time  Book. 

"  1003 Foreman's  Tool  Report. 

"  1428 Report  of  Accidents  to  Persons. 

WATER     SERVICE    BLANKS. 

Form  650 Board  Bills. 

652 Discharge  tickets. 

"    1001 Monthly  Time  Book. 

•;     1024 Monthly  Water  Report. 

-     102(> Daily  Water  Report. 

•'     1028 Tool  Report  Pump  Engineer. 

•     1033 Oil  and  Waste  Receipt. 

"     1034 Fuel  Receipt. 

';     1428 Report  of 'Accidents  to  Persons. 

USE  OF   FORMS. 

Discharge  tickete  must    never   be  issued   except  to 


426       MAINTENANCE  OF  WAY  STANDARDS. 

employes  actually  leaving  the  service  of  the  Company, 
either  voluntarily  or  by  discharge  for  cause.  No  per- 
son receiving  a  discharge  ticket  will  be  again  em- 
ployed until  after  the  expiration  of  thirty  days  from 
the  date  of  discharge. 

Board  bills  must  be  written  up  to  the  end  of  each 
month,  signed  personally  by  both  the  boarding  boss 
and  Foreman,  and  sent  in  with  the  time  book. 

It  must  be  for  board  only,  and  cover  no  other  time 
than  that  of  the  current  labor  month.  It  must  not  be 
returned  in  favor  of  any  person  not  actually  engaged 
in  boarding  employes  of  the  Company.  If  sanc- 
tioned by  the  Foreman  an  allowance  of  not  to  exceed 
one  dollar  per  week  for  the  time  worked,  may  be 
added  to  the  board  bill  to  cover  tobacco,  etc.,  furn- 
ished by  the  boarding  boss.  In  case  board  bills  have 
accumulated  by  sickness  of  the  employe,  a  special 
order  must  be  procured  of  the  Roadmaster,  to  in 
crease  the  amount  for  collection  on  board  bill. 

The  time  book  must  contain,  not  only  the  correct 
report  of  the  time  actually  worked  by  each  man  in  a 
gang,  but  must  show  the  description  of  work  upon 
which  each  man  was  engaged  each  day. 

Foremen  will  note  daily  in  their  time  books  the 
general  character  of  the  weather  during  each  day, 
stating  weather  clear,  foggy,  wet  or  snowing;  also  if 
calm  or  windy,  giving  direction  from  \\hich  the 
wind  blows. 

The  time  books  furnished  by  the  Railroad  Com- 
pany, and  which  are  to  be  returned  to  headquarters  at 
the  end  of  each  month,  must  be  used  for  the  original 
entries  of  time.  Foremen  must  not  keep  time  in  a 


WESTERN    ROADS.  427 

separate  book  and  copy  into  the  regular  time  book  at 
intervals. 

In  order  to  make  a  correct  distribution  of  the 
labor  accounts  at  the  close  of  each  month,  it  is  im- 
peratively necessary  that  great  care  should  be  taken 
in  making  the  entry  to  the  proper  account,  as  here- 
after explained.  Foremen  must  carefully  read  and 
observe  the  following 

GENERAL    DIRECTIONS: 

Enter  the  full  name,  occupation  and  rate  of  wages 
of  every  man  under  your  charge,  in  the  proper  place 
at  the  head  of  the  page,  and  be  careful  to  write  plainly 
and  spell  the  name  correctly  to  guard  against  error 
in  making  out  the  pay  roll. 

The  first  page  of  each  time  book  is  for  the  Fore- 
man, and  runs  from  the  1st  to  the  31st  day,  showing 
the  full  calendar  month  for  which  the  book  is  re- 
turned; the  succeeding  pages  are  for  the  laborers, 
and  the  time  commences  with  the  first  day  of  the 
month  and  runs  to  the  last  day  of  the  calendar  month 
for  which  the  book  is  returned. 

Make  the  check-mark  for  each  day,  or  part  of  a 
day's  work,  in  the  square  under  the  day  of  the  month, 
and  on  the  line  opposite  the  printed  description  of 
work  done.  Make  no  mark  of  any  kind  under  a  date 
when  no  work  was  done. 

Make  the  proper  check-mark  for  each  day  or  part 
of  day's  work  in  the  line  of  "totals,"  at  the  bottom  of 
the  page,  as  well  as  opposite  the  account,  but  make 
no  mark  or  figure  in  the  columns  headed  "time"  and 
"amount,"  except  the  total  number  of  days  worked  in 


428  MAINTENANCE    OF    WAY   STANDARDS. 

the  month,  which  you  will  enter  at  the  bottom  of  the 
column  headed  "Time." 

Should  a  discharge  ticket  be   given,  note  the   fact 
under  the   head   of  "  Remarks,"  and  under  the  same 
head  give  the  number  of  days  worked  and  the  amount  - 
of  the  discharge  ticket. 

SPECIAL    INSTRUCTIONS. 

1.  All  labor  of  every  description  not  particularly 
described  in  the  time  book,  must  be  entered  upon  a 
blank  line  of  the  time  book,  and  a  description  of  the 
work,  with  its  location  fully  set  forth  in  the  margin. 

2.  All  foremen  are  required  to  study  the  time  book 
directions  and   become  familiar  with   the  same,  that 
no  doubt  can  arise  as  to  the   absolute  correctness  of 
the  distribution  of   labor   as   it   may   appear  in    the 
time  books. 

3.  All  foremen  are  expected  to  make  a  correct  dis- 
tribution of  their  own  time  to  the  several    labor  ac- 
counts in  the   same  manner   as  that   of   the   laborers 
under  their  charge. 

Track  Material  Report : 

This  blank  should  correctly  show  the  amount  of 
track  material  received  and  used  by  each  Foreman 
during  the  month.  In  this  report  the  quantities  of 
each  article  must  be  verified  by  actual  measurement 
of  all  rails  and  pieces  of  rails,  arid  a  correct  count  of 
all  other  material.  This  report  must  be  made  out  the 
first  day  of  each  month  and  immediately  forwarded 
to  the  Roadrnaster. 

Foreman's  Tool  Report: 

This  blank  must  show  the  number  and  condition  of 


WESTERN    ROADS.  429 

all  track  tools  in  charge  of  each  Foreman.  Make  a 
correct  statement  of  the  tools  in  your  possession  and 
in  the  column  headed  "Remarks"  note  the  general 
condition  of  the  same.  This  report  must  be  made 
out  and  forwarded  to  the  Resident  Engineer  or  Road- 
master  the  first  day  of  each  month. 

Report  of  rails  worn  out  and  taken  from  track: 

This  form  must  accurately  show  the  location  of 
each  worn  out  rail  taken  from  the  track  during  the 
month;  also  in  the  proper  column  notation  must  be 
given  showing  what  part  of  each  rail  removed  was 
defective.  This  report  to  be  made  the  first  of  every 
month  and  sent  to  the  Roadmaster. 

Broken  Rail  Report: 

This  report  must  be  made  out  and  sent  to  the  Road- 
master  by  the  first  passenger  train  following  the  dis- 
covery of  the  accident. 

Fire  Report : 

This  blank  form  must  be  properly  filled  up  arid  sent 
to  the  Roadmaster  by  first  passenger  train  following 
the  extinguishment  of  the  fire. 

Work  Train  Report: 

This  report  showing  all  the  details  of  the  day's 
work,  must  be  made  daily,  immediately  after  the  close 
of  work,  and  sent  to  the  Roadmaster  by  first  passenger 
train  thereafter. 

Report  of  Accidents  to  Persons: 

In  case  of  any  accident,  to  any  person,  happening 
on  your  section,  a  full  report  of  the  same  must  imme- 
diately be  made  and  sent  to  the  Roadmaster.  Even 
if  the  injury  is  apparently  of  little  importance  all  in- 
formation necessary  to  a  full  knowledge  of  the  case 


430  MAINTENANCE    OF    WAY    STANDARDS. 

must  be  given.  Under  the  bead  of  **  Remarks"  give 
all  the  details  not  particularly  suggested  in  the 
blanks  above.  Use  one  blank  for  each  individual 
case. 

Report  of  Accidents  to  trains: 

In  case  of  any  accident  to  a  train  occurring  on  your 
section,  no  matter  of  how  seemingly  small  import- 
ance, make  a  full  report  of  all  information  you  may 
be  able  to  obtain  connected  with  the  matter.  Partic- 
ularly note  if  engine  or  cars  leave  the  track.  Make 
out  this  report  immediately  after  the  occurrence  of 
the  accident  and  send  to  roadmaster  by  first  passen- 
ger train. 

Report  of  New  Side  Track: 

This  form  is  for  the  use  of  Roadmasters  only,  and 
is  intended  to  show  all  changes  made  in  side  tracks, 
either  the  construction  of  new  tracks,  or  changes  in 
the  length  of  those  previously  constructed.  This  re- 
port the  Roadmaater  will  send  to  the  Superintendent. 

Report  of  Stock  Killed: 

When  stock  of  any  description  has  been  killed  or 
injured  by  a  passing  train,  or  from  any  other  cause 
connected  with  the  operation  of  the  railroad,  the  Fore- 
man of  the  section  on  which  the  accident  occurred 
will  immediately  obtain  all  the  information  possible 
in  connection  therewith,  and  make  a  full  report  of  the 
same  according  to  the  instructions  printed  upon  the 
blank  form.  This  report  must  be  immediately  sent 
to  the  claim  Agent  at  Topeka. 

NOTE. — The  track  time  book,  and  all  reports  re- 
quired of  track  foremen  must  be  sent  to  the  Road- 
master;  the  bridge  and  building  time  book  and  all 


WESTERN    ROADS.  431 

time  reports  made  by  bridge  and  building  foremen 
will  be  sent  to  the  resident  engineer;  the  water  ser- 
vice time  book  and  all  reports  made  by  foremen 
or  pumping  engineers,  must,  be  sent  to  the  Superin- 
tendent or  Resident  Engineer,  as  directed. 

RULES   GOVERNING    BRIDGE     INSPECTION. 

Ill  order  that  our  bridge  inspection  may  be  thor- 
ough and  uniform  on  all  divisions,  the  following  rules 
will  be  observed: 

A  Bridge  Inspector  shall  be  appointed  by  and 
report  to  the  General  Foreman  of  Bridges  and  Build- 
ings on  each  operating  division.  He  shall  be  a  com- 
petent and  experienced  bridge  carpenter,  and  shall  be 
selected  with  regard  to  his  peculiar  fitness  for  the 
work.  He  shall  be  provided  with  the  following  tools: 

50-foot  tape  line. 

Plumb  bob  and  line. 

2-foot  rule. 

Hatchet. 

Brace  and  bit. 

Monkey  wrench. 

Small  broom. 

Necessary  paint  pots,  brushes  and  stencils. 

Velocipede  car. 

Also  note  book,  for  inspection  notes  in  the  field. 

It  shall  be  his  duty  to  carefully  examine  all  bridges 
trestles,  culverts,  cattle  guards,  stock  yards  and 
buildings,  taking  the  main  line  of  the  division  first, 
and  branch  lines  in  the  order  of  their  importance, 
He  shall  begin  on  or  about  the  first  day  of  the  month, 
and  complete  the  inspection  on  or  about  the  last  day 


432  MAINTENANCE    OF    WAY    STANDARDS. 

of  the  month,  the  idea  being  to  have  a  thorough  in- 
spection once  a  month.  In  addition  to  the  above,  the 
General  Foreman  of  bridges  and  buildings,  Headmaster 
and  Resident  Engineer,  in  company  with  the  Bridge 
Inspector,  shall  make  a  combined  inspection  in  the 
month  of  April.  In  the  month  of  October  of  each 
year  the  Superintendent,  Resident  Engineer,  Gen- 
eral Foreman,  Roadmaster  and  Bridge  Inspector, 
shall  make  a  special  inspection,  and  all  important 
repairs  and  renewals  for  the  coming  year  be  at  that 
time  considered  and  determined  upon,  and  a  full  and 
complete  report  of  the  same  made  to  the  General 
Superintendent. 

RULES. 

Rule  1.  The  day  and  hour  shall  be  noted  when 
inspection  is  made  of  each  particular  bridge  or  struct- 
ure. 

Rule  2.  All  timber  and  piling  shall  be  carefully 
examined,  and  its  condition  as  to  soundness,  cracks 
or  flaws  noted.  The  condition  of  piles  or  posts  near 
the  surface  of  the  ground  or  water  line  will  be  par- 
ticularly observed. 

Rule  3.  See  if  bents  are  plumb,  and  if  the  string- 
ers have  a  full  bearing  on  the  caps,  and  the  caps  on 
the  piles  or  posts. 

Rule  4.  See  if  the  bridge  is  in  good  line  and  sur- 
face, and  if  the  foundations  or  supports  are  solid  and 
unyielding. 

Rule  5.  See  if  sway  bracing  is  well  bolted  and 
spiked. 

Rule  0.     See  if  bank  walls   and   supports   are   in 


—433— 
PLATE  CXXVI1. 


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4o8  MAINTENANCE   OF    WAV    STANDARDS. 

good  condition,  and  if  earth  or  ballast  is  kept  away 
from  ends  of  stringers  and  wall  plates. 

Rule  7.  See  that  no  waste  or  other  material  liable 
to  burn  is  allowed  to  accumulate  on  or  about  the 
bridge,  notifying  the  General  Foreman,  when  neces- 
sary, that  he  may  cause  to  be  removed  from  under- 
neath the  trestle  or  bridge,  any  undergrowth  or  drift. 

Rule  8.  See  that  bolts,  nuts  and  washers  are  in 
their  proper  places. 

Rule  9.  See  that  bridge  numbers  are  properly  re- 
paired and  painted,  it  being  intended  that  bridge 
numbers  be  painted  when  necessary,  without  remov- 
ing the  number  board  from  the  bridge. 

Rule  10.  Give  the  same  care  and  attention  to  the 
woodwork  of  iron  bridges  as  is  given  wooden  bridges 
and  see  that  the  rollers  and  bed  plates  of  iron  bridges 
are  kept  free  from  dust,  cinders  or  other  materials. 

Rule  11.  Give  a  list  of  all  material  needed  for 
repairs. 

Rule  12.  Report  holes  or  defects  in  platforms, 
broken  glass  (with  size,)  condition  of  stock  yard 
fences,  gates,  chutes,  mail  cranes,  section  houses  and 
other  buildings. 

Rule  13.  At  the  close  of  each  day  report  by  mail  to 
the  General  Foreman  of  Bridges  and  Buildings  the 
territory  covered  during  the  day,  the  route  intended 
for  the  .  following  day,  with  such  information  from 
daily  notes  as  may  be  necessary  to  enable  the  Gen- 
eral Foreman  to  order  prompt  repairs. 

Rule  14.  At  the  end  of  each  week  return  to  the 
General  Foreman  note  book,  properly  filled  out  and 
signed.  This  note  book  shall  be  examined  by  the 


WKSTKUN*    ROADS.  4M 

General  Foreman,  signed  by  him  peraoually,  and 
passed  to  the  Resident  Engineer  to  be  examined, 
labeled  and  tiled  for  reference. 

TO  ROADMASTERS  AND    BRIDGE  AND  BUILDING  FOREMEN. 

Road  masters  must  give  personal  attention  to  in- 
structing track  Foremen  in  regard  to  the  best  and 
most  economical  methods  of  doing  their  work,  and 
they  must  see  to  it  that  their  instructions  are  strictly 
carried  out.  It  is  not  sufficient  to  tell  a  foreman  how 
to  do  work;  you  must  see  that  he  does  as  he  is  told. 

They  must  see  that  each  Foreman  is  fully  provided 
with  the  tools  needed  in  his  work  and  with  the  flags, 
lanterns  and  torpedoes  which  may  be  needed  as 
danger  signals,  and  that  all  these  tools  and  signals 
are  kept  in  good  condition  and  ready  for  use  at  any 
time;  that  they  are  carefully  used  and  well  cared  for, 
and  properly  accounted  for  when  broken  or  worn  out. 

They  must  know  that  each  Foreman  has  a  copy  of 
the  proper  time  schedule;  that  he  has  time  books  for 
keeping  the  time  of  his  men,  and  that  he  is  never 
without  one  of  these  books  besides  the  one  which  he 
uses  daily;  also  that  he  has  a  copy  of  this  book  of 
rules  and  instructions  and  aL1  of  the  blank  forms  in 
the  list  given,  which  are  designed  for  his  use, 
and  that  all  the  blanks  are  promptly,  correctly  and 
conscientiously  filled  out  and  returned  as  required. 

Roadnmsters  must  give  personal  attention  to  the 
Foreman's  use  of  his  time  book,  and  must  know  that 
the  book  is  used  strictly  as  directed  in  the  previous 
chapter,  and  that  the  distribution  of  labor  is  correctly 
and  conscientiously  made. 


440  MAINTENANCE   OF    WAY   STANDARDS. 

Particular  attention  must  be  given  to  filling  up  the 
blanks  of  casualty  reports. 

The  Headmaster  must  see  that  the  Foremen  under- 
stand how  to  make  up  these  reports  and  that  full  and 
complete  information  is  given  regarding  all  acci- 
dents, no  matter  how  small  or  insignificant.  These 
reports  must  cover  accidents  to  trains,  track,  bridges 
or  persons  coming  within  the  knowledge  of  Road- 
masters  or  Foremen. 

Whenever  a  car  is  turned  accident ly  or  intention- 
ally, as  in  the  case  of  cars  too  badly  wrecked  to  be 
worth  picking  up,  it  is  the  duty  of  the  Roadmaster  to 
ascertain  the  number,  initial  and  description  of  the 
car  and  to  make  a  wTritten  report  of  the  same,  as  soon 
as  possible,  to  the  Superintendent. 

It  is  very  important  that  reports  should  be  made 
of  any  and  every  case  of  disregard  of  danger  signals 
or  caution  signals  on  the  part  of  enginemen  or  train- 
men and  these  reports  are  made  the  duty  of  Road- 
masters  as  well  as  Foremen. 

The  attention  of  Roadtnasters  is  called  to  that  part 
of  these  rules  which  prohibits  the  lending,  selling  or 
giving  away  of  tools  or  material  belonging  to  the 
Railroad  Company.  It  is  their  duty  to  be  watchful 
to  prevent  any  theft  or  misappropriation  of  Com- 
pany property. 

Roadmasters  must  not  give  letters  of  recommenda- 
tion of  certificates  of  good  character  to  Foremen  or 
employes  who  have  been  dishonorably  discharged 
from  service,  and  a  Foreman  dishonorably  discharged 
from  one  division  of  the  road  must  not  be  employed 
by  the  Roadmaster  of  another  division. 


WESTEKN    KOADS.  441 

\\ 'lit 'ii  a  Foreman,  from  any  cause  is  relieved  from 
th<- charge  of  bis  section,  the  Roadmaster  must  see 
that  all  keys,  books,  blanks,  tools  or  material  which 
have  been  in  the  Foreman's  care  or  possession  arc 
properly  accounted  for  or  turned  over  to  his  suc- 
cesor. 

Roadmasters  will  be  provided  with  memorandum 
books,  which  are  to  be  used  as  a  journal  or  diary,  in 
which  they  will  record  all  the  important  work  done 
on  other  divisions,  giving  dates  when  begun  and 
when  completed.  They  will  also  record  the  dates 
when  they  go  over  their  divisions  and  whether  the 
trip  is  made  on  train,  hand  car,  or  on  foot.  In  mak- 
ing a  record  of  these  trips  any  items  of  interest  con- 
cerning the  work  of  foremen  or  the  needs  of  any  par- 
ticular section  of  the  track  shonld  be  entered. 

These  journals  must  at  the  end  of  each  month  be 
returned  to  the  Resident  Engineer  or  Superintend- 
ent, as  directed. 

Roadmasters  must  make  themselves  familiar  with 
all  the  instructions  in  this  book,  and  will  be  held  re- 
sponsible if  they  retain  in  service  foremen  who  per- 
sistently fail  to  carry  out  the  instructions. 

Bridge  and  Building  Foremen  are  responsible  to 
Resident  Engineers  for  the  condition  of  bridges  and 
other  structures  under  their  charge.  They  must  give 
personal  attention  to  the  work  which  they  have  to  do, 
and  must  know  that  all  carpenters  and  laborers  em- 
ployed under  their  direction  are  competent,  sober, 
industrious  and  honest. 

When  doing  a  work  which  makes  the  passage  of 
trains  at  ordinary  speed  dangerous,  arid  in  all  cases 


442  MAINTENANCE    OF    WAY    STANDARDS. 

when  the  work  breaks  or  obstructs  the  track,  Bridge 
and  Building  Foreman  must  be  governed  by  the  same 
rules  as  Track  Foremen  in  regard  to  placing  signals 
of  caution  or  danger. 

Bridge  and  Building  Foremen  are  expected  to 
know  all  the  foregoing  rules  and  to  be  governed  by 
them. 

Bridge  and  Building  Foremen  must  make  all  gen- 
eral reports  required  upon  blank  forms  which  will  be 
supplied  for  the  purpose,  according  to  instructions. 
Special  attention  must  be  given  tc  the  prompt  mak- 
ing of  casualty  reports  for  all  accidents  to  per- 
sons or  property  in  any  way  connected  with  their 
work,  giving  full  and  detailed  information  in  case 
of  wrecks,  freshets,  fires,  &c.,  by  which  any  Company 
property  has  been  destroyed  or  personal  injury  sus- 
tained. 

The  following  rules  must  be  observed  in  the  loca- 
tion and  construction  of  buildings  and  platforms: 

The  tops  of  all  platforms  adjacent  to  the  main  track 
should  be  12  inches  above  the  top  of  the  rail  (con- 
forming to  the  grade  of  the  track)  and  the  nearest 
edge  of  the  platform  2  feet  9  inches  from  the  gauge 
side  of  the  nearest  rail. 

The  top  of  all  freight  platforms  on  side  tracks  for 
general  use  should  be  3  feet  8  inches  above  the  top 
of  rail  011  side  track  (conforming  to  the  grade  of 
track )  and  the  edge  of  platform  3  feet  3  inches  from 
the  guage  side  of  the  nearest  rail. 

All  passenger  platforms  must  be  finished  up  with 
an  incline  at  both  ends  on  the  main  track.  The 
incline  must  run  to  the  level  of  the  base  of  rail  and 


WESTERN    ROADS. 

have  a  slope  of  one  in  ten  for  the  full  \\idth  of  the 
platfoim. 

No  building  should  be  located  nearer  than  7  feet  in 
the  clear  from  the  center  of  the  main  track. 

No  building  should  be  nearer  than  6  feet  from  the 
center  of  any  side  track  which  is  used  for  meeting 
and  passing  trains  or  for  general  purposes. 

On  side  tracks  to  be  used  for  special  purposes,  such 
as  coaling  engines  from  elevated  coal  chutes  and  sim- 
ilar uses,  the  demand  must  establish  the  distance,  pro- 
vided no  building  or  structure  is  placed  nearer  than 
.">  feet  6  inches  from  the  center  of  any  track. 

All  buildings,  corn  cribs,  or  other  structures  erected 
by  corporations  or  private  parties,  and  all  stone,  tie 
or  timber  piles  for  Company  use  should  not  be  located 
nearer  than  six  feet  from  the  nearest  rail. 

Telegraph  signals  at  stations  should  if  practicable 
be  so  located  that  the  lever  shaft  inside  the  building 
will  be  at  the  right  hand  of  the  telegraph  operator  as 
he  sits  at  his  desk  or  table,  and  so  near  him  that  he 
can  turn  the  signal  without  leaving  his  seat.  The  bot- 
tom of  the  signal  vane  should  not  be  less  than  7  feet 
f)  inches  nor  more  than  ten  feet  above  the  platform. 

The  center  of  tht  vane  shaft  should  be  8  feet  6 
inches  from  the  center  of  the  track. 


-><n          CHAPTER  XIII. 
CHICAGO,  BURLINGTON  &  QUINCY  RAILROAD. 
SUPERINTENDENT'S  BRIDGES  AND  BUILDINGS. 

Superintendents  Bridges  and  buildings  report  to 
and  receive  their  instructions  from  the  Superin- 
tendent. 

They  will  have  charge  of  the  maintenance,  repairs 
and  renewals  of  all  buildings,  water  tanks,  coal  sheds, 
bridges,  track  scales,  etc.,  and  will  promptly  report 
to  the  Superintendent  any  defects  that  may  come 
under  their  observation. 

They  will  be  required  to  examine  frequently  all 
bridges,  etc:,  and  assure  themselves  of  the  condition 
of  all  structures  affecting  the  safety  of  trains  and 
make  prompt  report  to  the  Superintendent  of  defects 
therein 

They  must  make  themselves  fully  acquainted  with 
use  of  signals,  and  see  that  they  are  understood  by 
their  subordinates,  and  that  the  danger  and  caution 
signals  are  used  strictly  in  accordance  with  the  rules. 

They  will  co-operate  with  the  Eoadmaster  in  regard 
to  the  distribution  of  material,  and  will  call  upon  him 
whenever  they  require  assistance. 


WESTERN    KOADS.  445 

They  must  give  particular  attention  to  tjie  supply 
of  water,  and  promptly  report  any  defects  or  defic- 
iencies. 

KOAD    MASTERS. 

Roadmasters  report  to  and  receive  their  instruc- 
tions from  the  Superintendent. 

They  have  charge  of  the  repair  men  and  other  la- 
borers em  ployed  on  their  divisions,  and  must  see  that 
they  perform  their  duties  properly:  discipline  them 
for  neglect  of  duty  and  keep  account  of  and  report 
their  time  in  the  manner  prescribed.  They  are  re- 
sponsible for  keeping  the  track  and  road-bed,  bridges, 
culverts,  telegraph  line  and  everything  pertaining  to 
the  load  way  in  repair. 

They  must  frequently  pass  over  their  division, 
observe  the  condition  of  the  track  and  bridges,  see 
that  the  proper  slopes  and  ditches  are  preserved,  and 
that  culverts  and  drains  are  kept  open,  note  anything 
liable  to  obstruct  the  track  and  have  it  removed,  and 
do  everything  necessary  to  secure  the  safety  of  the 
road. 

They  must  know  that  the  persons  under  their  charge 
understand  and  obey  the  rules  and  understand  the 
use  and  meaning  of  signals;  see  that  materials  are 
safely  kept  and  economically  used;  attend  in  person 
to  the  removal  of  slides,  snow  or  other  obstructions; 
in  case  of  accident  take  the  necessary  force  to  the 
place,  and  use  every  effort  to  clear  the  road;  have  the 
standard  time  and  compare  with  each  Foreman  once 


—446— 
PLATE  CXXXII. 


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WESTERN    ROADS.  447 

a  week  or  oftener;  give  attention  to  the  water  supply 
and  report  any  defect  or  deficiency;  keep  an  oversight 
of  work  performed  by  contractors  or  mechanics,  and 
see  that  they  do  not  endanger  the  safety  of  the  road 
and  make  careful  inquiry  and  report  fullv  in  writing 
respecting  any  accident  or  cases  of  personal  injury  to 
passengers,  employes  and  others  on  their  divisions. 

They  must  ).»•  familiar  with  the  instructions  issued 
for  the  government  of  trains  and  trainmen,  and  report 
any  neglect  of  duty  or  violation  of  the  rules  that 
come  under  their  notice. 

SECTION  FOREMEN. 

Section  Foremen  report  to  and  receive  their  instruc- 
tions from  the  Roadmaster. 

They  have  charge  of  the  repairs  on  their  respective 
sections,  and  are  responsible  for  the  proper  inspec- 
tion and  safety  of  the  track,  bridges,  and  culverts, 

They  must  see  that  the  track  is  in  good  line  and 
surface  and  properly  spiked;  that  it  is  in  true  gauge: 
that  the  cross-ties  are  properly  spaced,  lined  and 
tamped;  that  the  road-bed  is  in  good  order;  that  the 
proper  slopes  and  ditches  are  preserved,  and  that  the 
drainage  is  not  interferred  with. 

Th*y  must  engage  in  work  personally,  and  see  that 
watchmen  and  other  workmen  faith  fully  perform  their 
duties,  and  suspend  anyone  for  neglect  or  misconduct, 
and  report  the  same  to  the  Roadmaster. 

They  must  compare  time  each  day  with  the  clock 
at  the  nearest  telegraph  office,  or  with  the  Conductor 
of  a  train;  carefully  observe  signals  displayed  by 
trains,  and  be  sure  that  all  trains  and  sections  of 


44:8  MAINTENANCE   OF    WAY    STANDARDS. 

trains  that  are  due  have  passed,  before  obstructing 
the  track. 

They  must  watch  points  where  obstructions  are 
likely  to  occur;  examine  the  slopes  of  cuts,  and  re- 
move anything  liable  to  fall  or  slide;  remove  combus- 
tible material  from  the  vicinity  of  the  track,  bridges 
and  buildings;  extinguish  fires  that  may  occur  along 
the  road;  watch  the  telegraph  line,  and  keep  the 
poles  in  proper  position;  reset  poles  and  unite  wires 
when  necessary;  report  promptly  any  derangement 
of  the  wires;  assist  the  Telegraph  Repairman  when 
necessary;  see  that  water  stations  are  kept  in  order, 
and  report  any  failure  in  the  water  supply;  render 
prompt  assistance  in  cases  of  accident  or  delay  to 
trains,  and  see  that  old  material  is  gathered  up.  and 
that  their  sections  are  kept  in  neat  and  proper  condi- 
tion. During  heavy  storms  they  must  detail  all  hands 
to  watch  the  road,  and  take  every  precaution  to  pre- 
vent accident. 

They  must  run  their  hand-cars  and  trucks  with 
great  caution,  always  keeping  a  lookout  for  extra 
trains,  and  fully  protect  themselves  by  signals  where 
necessaary.  They  must  not  permit  their  hand-cars  or 
trucks  to  be  used,  unless  they  accompany  them,  nor 
to  be  run  on  Sundays  or  after  dark.  without«special 
uathority  from  the  Roadmaster,  nor  to  be  attached  to 
trains  in  motion;  and  when  they  are  not  in  use  they 
must  be  kept  locked,  and  so  secured  that  they  can  not 
be  so  moved  as  to  endanger  the  safety  of  trains. 

The  track  must  never  be  obstructed  in  any  way 
whatever  without  first  conspicuously  displaying  a 
danger  signal.  When  Foremen  are  changing  rails,  or 
in  any  way  working  on  the  track,  rendering  it  imp  as. 


—449— 
PLATE  CXXX11I. 


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PLATE  CXXX1V. 


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4%'    -- 


WESTEKX    KOADS.  451 

sable,  they  must  first  put.  out  a  red  flag  in  the  hands 
of  a  reliable  man  (which  must  be  kept  in  his  hands), 
twenty  (20)  telegraph  poles  in  each  direction  from 
the  impassable  point,  and  the  flagman  must  also 
place  one  torpedo  at  a  distance  of  four  telegraph 
poles  beyond  the  flag.  On  double  as  well  as  single 
track,  red  flags  must  be  placed,  as  above,  in  both  di- 
rect ions. 

In  foggy  weather,  or  on  heavy  grades  or  curves,  the 
flags  must  be  placed  twenty-four  (24)  telegraph  poles 
from  the  impassable  point,  and  one  torpedo  (8)  eight 
telegraph  poles  beyond  the  flag,  as  above  directed. 

Foremen  disobeying  this  rule  will  be  promptly  dis 
charged. 

When  sectional  en  are  working  between  a  steel  or 
extra  gang  and  the  latter's  flagman,  a  red  flag  should 
be  placed  in  the  center  of  the  track  about  100  feet  be- 
yond the  sectionmen  and  between  them  and  the  steel 
or  extra  gang,  to  warn  approaching  trains  that  their 
is  another  gang  at  work. 

Section  men,  bridgemen  and  all  other  employes  whose 
duties  require  them  to  be  near  the  tracks,  are  cautioned 
and  warned  that  it  is  dangerous  to  remain  near  the 
tracks  when  engines  or  trains  are  passing.  Coal, 
stone,  car  doors  and  other  articles  are  liable  to  fall  from 
engines  and  trains.  All  are  required  for  their  own 
protection,  to  retire  to  a  safe  distance  from  the  track 
.on  the  approach  of  an  engine  or  train  and  to  remain 
there  until  the  engine  or  train  has  passed.  All  such 
employes  are  further  warned  that  they  must  not  rely 
on  others  to  warn  them  of  the  approach  of  an  engine 
or  train,  but  must  themselves  keep  a  proper  lookout. 


CHAPTER  XIV. 

THE  GRKAT  NORTHERN  RY. 
ELEVATION  OF  OUTER  RAIL  ON  CURVES. 

The  outer  rail  on  curves  should  he  elevated  as  fol- 
lows: 

On  a  1  degree  Curve f  inch. 

On  a  2  degree  Curve 1 J  inches. 

On  a  3  degree  Curve 2  inches. 

On  a  4  degree  Curve 2|  inches. 

On  a  5  degree  Curve 3  inches. 

On  a  6  degree  Curve 3J  inches. 

On  a  7  degree  Curve    and   on  any  curve   sharper 

than  a  7  degree  Curve 4  inches. 

No  elevation  to  exceed  4  inches. 

At  the  point  of  beginning  and  ending  of  curves,  get 
the  full  elevation  according  to  the  above  table  and 
decrease  it  gradually,  so  as  to  run  into  the  perfect  lev- 
el of  the  straight  track,  at  the  rate  of  one-half  an  inch 
for  each  30  foot  rail. 

To  determine  the  degree  of  any  curve,  take  two 
points  on  the  inside  of  the  outer  rail  62  feet  apart, 
and  stretch  a  string  tight  between  these  points,  and 
measure  the  middle  ordinate,  or  distance  from  inside 
of  said  rail  to  the  string  at  the  middle.  Each  inch  of 


WESTERN    ROADS. 

this  distance  equals  one  degree  of   curve.     That  is,  if 
the  distance  is  one  inch,  it  is  a  one  degree  curve;  if  it 

is  two  inches,  it  is  a  two  degree  curve,  and  so  on. 


TABLE    OF    MIDDLE    ORDINATES.  IN  INCHES.  FOR 
CURVING    RAILS. 


DEGREE  OF  CURVE. 

Length  of 
Kail. 

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-454- 
PLATE  CXXXV. 


-455- 
PLATECXXXVI. 


...I.  .: 


V 


1 

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—456— 
PLATE  CXXXVII. 


a 

CO 
GO 


Co 


—457— 
PLATE  CXXXYJ II. 


MISCELLANEOUS    ROADS. 


—459— 
PLATE  CXXX1X 


STANDARD  ROAD  BED  SECTIONS 

UNION  PACIFIC  RY 


Q 
CQ 

P 

O     j 

H 
W 


— 460 — 
PLATE  CXL. 


...A. 


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lu 


-461- 

PI .ATE  CXLI. 


O 


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PQ 

I 

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— 462 — 
PLATE  CXL1I. 


STANDARD  HCAD  BED  SECTIONS 
UNION   PACIFIC  RY 


PLATE  CXL11I. 


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—464— 

PLATE  CXL1V. 


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pi 

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—465- 

PLATE  CXLV 


-466- 
PLATE  CXLVI. 


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—467— 

PLATE  CXLVII 


LxJ 


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0 


-468— 
PLATE  CXLVIII. 


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—469— 

PLATE  CXLIX. 


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—470- 
PLATE  CL. 


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CO 


PLATE  CLI. 


.Vy 


—472— 
PLATE  CLII. 


STANDARD  GUARD  RAIL 
CENTRAL  "RAIL   ROAD  OF  OCORGIA 


—473— 
PLATE  CLIII. 


—474— 
PLATE  CLIV. 


CQ 


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—475— 
PLATE  CLV. 


NOI1D3S 


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—476— 
PLATE  CLV1. 


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—477— 
PLATE  CLVII. 


i- 


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-478- 
PLATE  CLV11I. 


STANDARD  TIE  PLATES 
SOUTHERN  RY 


n 


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TIE  PLATES 


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NTERMED 


—479— 
PLATE  CLIX. 


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cq 


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— 480 — 
PLATE  CLX. 


PLATE  C 


STANDARD    SPLIT    SWIT 


D 
S  P 


V*«»_-.        BOTTOM   OF  SPLIT    RAIL 
25   -- 


m 

SECTION   ON  CENTER  LINE  OF   TRACK 


—485— 


CH     C.&N-W 


N0.1  TIE  ROD  A  CONNECTING    RQO 


— 481- 
PLATE  CLXI. 


—482— 
PLATE  CLXIL 


-48?- 
PLATE  CLXIV. 


O 

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en 


UJ 

PQ 


I 

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—488— 
PLATE  CLXV. 


—490— 


PLATE  CI 


STANDARD  SPRING  RAIL  FROG    C.&N-V\ 


SECT/OH    ON      /K 


—491- 


'.RY 


SECTION    ON     £  F 


To] 

1° 

to 


Pix/v  n 

a  a 


— 493 — 
PLATE  CLXVII. 


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—494— 
PLATE  CLXVIII. 


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© 


0 


© 


© 


-496-- 


PLAT1 


STANDARD  RAIL  SECTIONS  &. 


r 2V 


CLXIX. 


—497— 


NGLE  BAR  JOINTS  N.YN.H.&H.R.R.U. 


O 


100   LBS. 


—499— 
PLATE  CLXX. 


DESCRIPTIVE  TEXT  AND  SPECIFIC  INFOR- 
MATION RELATING  TO  PRECEDING  IL- 
LUSTRATIONS. 


STANDARD  ANGLE  BARS,  JOINTS  AND  RAIL 
SECTIONS. 

BALTIMORE   AND  OHIO   R.   R. 

\\  e  present  a  considerable  collection  of  joint  fasten- 
ings as  used  on  the  more  prominent  roads.  The  upper 
figure  on  plate  XIV.,  page  58,  shows  an  elevation  of  the 
outside  and  the  lower  figure  the  elevation  of  the  inside 
angle  bar  of  the  Baltimore  and  Ohio  Railroad  standard 
joint  for  67-pound  rail.  The  bars  are  Uventy-four  inch- 
es long;  the  outer  bar  has  four  circular  holes,  seven- 
eighths  inches  in  diameter,  while  the  inner  plate  has  ob- 
long holes,  ^xi^  inches;  the  holes  in  the  rail  are  one 
inch  in  diameter;  the  first  hole  is  3^  inches  from  end  and 
5  inches  distant  from  next  hole,  center  to  center ;  both 
angle  bars  and  rails  are  punched  for  spikes,  the  shaded 
portion  showing  the  slots  in  the  angle  bars,  while  the 
dotted  lines  show  those  in  the  rail;  the  arrangement 
shows  clearly  that  the  joint  is  of  the  suspended  type, 
there  being  no  tie  directly  under  the  joint. 

The  middle  figure  on  plate  XV.,  page  59,  shows  a 
cross  section  through  the  joint  and  rail  of  the  joint  de- 
scribed above,  giving  dimensions  and  geometrical  form 
of  its  parts.  It  is  seen  the  rail  has  a  height  of  4^  inches 
and  a  base  of  4^  inches;  the  width  of  ball  varies  from 
2  9-32  inches  to  2  13-32  inches,  being  rounded  by  a  radi- 
us of  ten  inches  in  the  center,  while  the  two  corners  turn 
down  with  a  seven-sixteenths  inch  radius;  the  web  is 


502  MAINTENANCE    OF   WAY   STANDARDS. 

one-half  inch  thick  in  the  narrowest  place,  curving  with 
a  radius  of  twelve  inches  to  ball  and  base.  The  height 
of  angle  bar  is  3^  inches,  the  center  of  hole  i  13-16  inch- 
es from  base  of  rail;  the  bar  fits  snugly  under  base  of 
rail  and  on  base  of  rail,  but  keeps  clear  of  the  web, 
allowing  the  joint  to  be  tightened  without  straining 
either  rail  or  angle  bars. 

JOINT     FOR     EIGHTY-FIVE       POUND      RAIL-  BALTIMORE     AND 
OHIO    R.   R. 

The  upper  and  lower  figures  on  plate  XVII.  show 
details  of  track  bolt  used  for  this  joint;  it  is  4j  inches 
long  over  all,  J  inches  in  diameter,  round  head  ij  inch- 
es in  diameter,  with  an  oblong  shoulder  i  i-i6xf  inch- 
es, fitting  the  oblong  hole  in  the  inside  angle  bar  to  pre- 
vent it  from  turning  while  being  tightened.  The  nut 
is  square,  lixij  inches,  J  indi  thick.  The  specifica- 
tions for  this  bolt  are  given  in  detail  on  plate  XLVIII. 

The  upper  figure  on  plate  XVI.,  page  60,  shows  an 
elevation  of  the  outside  angle  bar,  the  lower  figure  is 
an  elevation  of  the  inside  bar.  The  splices  are  thirty 
inches  long,  with  six  bolt  holes  placed,  as  shown  in 
cut,  the  holes  having  the  same  size  as  in  the  preceding 
joint;  the  plates  are  slotted  for  spikes,  four  and  six  inch- 
es respectively  from  end  of  bar. 

Plate  XVII.,  page  61,  shows  a  section  of  the  rail  and 
joint.  The  rail  has  a  height  of  5  inches  and  a  base  of 
5  inches,  the  width  of  ball  measures  2  11-16  inches,  its 
upper  surface  is  curved  to  a  radius  of  12  inches  and 
the  upper  corners  to  a  radius  of  J  inch;  the  web  is 
straight,  9-16  inch  thick,  curving  to  the  base  and  ball 
under  an  angle  of  13  degrees  20  minutes. 

The  angle  bar  has  a  thickness  of  13-16  inch  through 
center  of  bolt  holes,  and  fits  snugly  under  the  ball  and 
on  top  of  flange  of  rail;  it  is  reinforced  above  and  be- 
low the  bolt,  but  tapers  to  the  ball  to  prevent  wheel 
flanges  from  striking  top  of  splice.  The  center  of  bolt 
hole  is  2  3-32  inches  above  the  base  of  rail. 

The  two  lower  figures  on  plate  XXI.  show  the  bolt 
used  in  this  joint;  it  is  5^  inches  over  all,  J  inch  in  diam- 
eter, but  otherwise  of  the  same  dimensions  as  described 


DESCRIPTIVE   TEXT.  503 

for  the  67-pound  rail  joint;  it  is  threaded  for  i£  inches, 
to  provide  room  for  a  J  inch  washer  or  nut  lock.  The 
specifications  for  this  bolt  conform  to  those  given  on 
plate  XLVIII. 

JOINT      FOR      NINETY-FIVE     POUND     RAIL— BOSTON     AND    AL- 
BANY R.  R. 

This  joint  is  shown  on  plate  II.,  page  18;  the  angle 
bars  are  20  inches  long  over  all,  having  a  rectangular 
hole  punched  near  the  center  for  a  spike.  The  rail  is 
5  1-32  inches  high  by  5^  inches  base,  extreme  width  of 
ball  3  inches;  thickness  of  web  in  narrowest  place  :: 
inch;  top  surface  is  curved  to  a  radius  of  14  inches,  cor- 
ners to  a  radius  of  5-16  inch ;  web  joins  ball  with  a  curve 
of  £  inch  radius  and  joins  base  with  5-16  inch  radius; 
the  under  faces  of  ball  and  top  faces  of  base  incline  to 
the  horizontal  in  the  proportion  of  I  to  4;  the 
extreme  corners  of  the  base  curve  to  a  radius  of  1-16 
inch  and  the  web  faces  to  a  radius  of  14  inches;  the 
center  of  bolt  hole  is  2  9-32  inches  from  lower  base  line. 
The  center  of  first  hole  is  2  3-16  inches  from  end  of  rail, 
from  center  of  first  to  center  of  second  4^  inches ;  diame- 
ter of  hole  i  inch. 

The  holes  in  the  angle  bars  are  both  round  and  £ 
inch  in  diameter;  it  is  noticed  that  the  inside  plate  has 
a  rectangular  groove  for  the  reception  of  the  square  bolt 
head,  preventing  the  bolt  from  turning  when  being 
tightened. 

The  inner  plate  is  £  inches  and  the  outer  plate  $  inch 
thick  in  narrowest  place ;  the  expansion  of  rail  is  allowed 
for  by  the  incth  hole  in  rail. 

JOINT  FOR  ONE  HUNDRED  POUND  RAIL     PENNSYLVANIA   R.  R. 

Plate  LXIII.,  page  139,  shows  an  elevation,  plan 
and  section  of  the  loo-pound  pattern  rail  and  angle 
bars,  also  bolts  and  spikes  used  on  this  joint.  The  rail 
is  5j  inches  high  and  54  inches  wide  at  base,  extreme 
width  of  ball  2  13-16  inches;  upper  face  of  ball  curves 
to  a  radius  of  10  inches ;  upper  corners  of  ball  are  round- 
ed to  a  7-16  inch  radius,  while  lower  corners  have  a 
radius  of  J  inch;  the  lower  faces  of  ball,  also  upper 


504  MAINTENANCE   OF   WAY    STANDARDS. 

faces  of  base,  incline  under  an  angle  of  13  degrees  to  the 
horizon;  ball  joins  web  with  a  ^  inch  radius;  web  is 
formed  by  an  arc  of  a  circle  of  8-inch  radius,  joining 
base  with  a  ^-inch  radius  curve;  thickness  of  web  f 
inches  in  narrowest  place.  The  cross  section  area 
is  divided  as  follows:  Head,  47.77  per  cent.;  web,  17.80 
per  cent.,  and  base,  34.43  per  cent. ;  the  bolt  holes  are 
drilled  i  3-16  inches  in  diameter,  with  center  of  hole 
just  2  9-32  inches  above  base. 

The  angle  bars  are  34  inches  long  and  weigh  72^ 
pounds  per  pair;  they  are  punched  for  six  i-inch  bolts, 
distanced  4,  5  and  6  inches,  respectively,  from  the  mid- 
dle of  joint  toward  end,  the  center  of  last  hole  being 
just  4  inches  from  end.  The  height  of  splice  is  3  15-16 
inches  from  tie,  fitting  closely  the  lower  face  of  ball  and 
upper  face  of  base ;  its  thickness  is  J  inch  in  narrowest 
place,  clearing  the  web  at  the  middle  11-16  inch  and 
£  inch  near  top  and  bottom ;  at  the  base  the  splice  clears 
the  rail  3-16  inch.  Each  splice  has  two  slots  1 1-16  inch 
wide  for  spikes,  20  inches  from  center  to  center;  joint 
ties  are  spaced  10  inches  apart. 

The  bolts  are  5!  inches  over  all,  I  inch  in  diameter, 
having  a  round  head  i^  inch  in  diameter;  bolt  is  thread- 
ed for  2  inches,  hexagonal  nut  I  inch  thick,  with  a  long 
diameter  of  if  inches.  The  section  of  tihe  shaft  near 
the  head  is  oblong,  I  inc'h  by  if  inches.  The  bolt  is 
designed  to  leave  room  for  J  indh  spring  nut  lock. 

The  views  shown  of  the  track  spike  are  easily  under- 
stood; its  cross  section  is  square,  fx|  inch;  length  over 
all  6  inches,  wedge  pointed,  beginning  if  inches  from 
point;  the  upper  part  of  spike  becomes  gradually  wider 
sideways,  beginning  i  inch  below  lower  face  of  head, 
and  reaches  f  inch  at  top  of  spike;  the  length  of  head  i-J- 
inches  and  is  i  5-16  inches  wide;  the  under  face  of  head 
slopes  upward  under  an  angle  of  23  degrees. 

SEVENTY-FIVE  POUND  STEEL  RAIL  AND  ANGLE  BAR— ILLINOIS 
CENTRAL   R.    R. 

Plate  CXX.,  page  358,  shows  the  75-pound  rail  of 
the  Illinois  Central  Railroad,  together  with  angle  bars 


DESCRIPTIVE   TEXT.  505 

and  bolts;  this  is  their  standard,  adopted  in  1894.  The 
rail  has  a  height  of  4  13-16  inches  and  a  base  of  4  13-16 
inches;  upper  face  of  ball  curves  to  a  radius  of  12 
inches,  the  upper  corners  of  ball  to  a  radius  of  5-16 
inches;  the  vertical  faces  of  ball  stand  perpendicular  to 
the  horizontal,  making  the  ball  2  15-32  inches  wide; 
the  lower  corners  of  ball  turn  under  a  radius  of  1-16 
inch  to  the  bottom  faces,  which  incline  under  an  angle 
of  13  degrees  to  the  horizon  and  join  the  web  with  a 
curve  of  a  J-inch  radius;  the  web  is  described  by  arcs 
of  12-inch  radii,  approaching  to  17-32  inch  in  narrowest 
place  and  joining  the  base  with  a  radius  of  \  inch.  The 
upper  faces  of  base  form  angles  of  13  degrees,  while 
the  horizontal  and  extreme  edges  are  rounded  off  with 
1-16  inch  radius;  the  depth  of  ball  at  center  line  is 

1  27-64  inches  and  thickest  place  of  base  is  27-32  inch. 
The  elevation  shows  drilling  diagram;  bolt  holes  are 
round,  i  1-32  inches  in  diameter;  center  of  first  hole  is 

2  13-64  inches  from  end  of  rail  and  4^  inches  from  cen- 
ter of  second  hole;  the  center  line  of  holes  is  2  15-128 
inches  from  base  line  of  rail. 

The  angle  bars  are  perfectly  symmetrical  in  form, 
except  that  one  is  punched  with  oval  holes,  £  inch  by 
i  3-16  inches  for  the  head  end  of  bolt  and  the  other 
has  punched  round  holes  of  J  inch  in  diameter,  to  ac- 
commodate the  5-inch  track  bolt.  The  inner  faces  of 
splices  are  curved  to  a  4-inch  radius,  giving  a  clearance 
of  17-16  inches  in  the  center,  which  reduces  near  ball 
and  base  to  \  inch ;  the  vertical  sides  of  angle  bars  are 
£  inch,  and  the  angles  7-16  inch  thick;  the  weight  of 
one  angle  bar  is  19  pounds ;  the  lowest  point  of  angle 
bar  is  1-16  inch  higher  than  base  line  of  rail  and  gives 
a  vertical  clearance  of  5-24  inch.  The  elevation  of  angle 
bar  shows  total  length  20  inches,  center  of  first  hole 
from  end  of  bar  3^  inches,  from  center  of  first  to 
center  of  second  hole  4j  inches,  and  same  distance 
from  center  of  second  to  center  of  third,  also  from  third 
to  fourth,  last  hole  being  again  3^  inches  from  end  of 
bar.  A  slot  for  spike  £xii-i6  inch  is  in  each  plate  8J 
inches  from  one  end  of  bar.  The  total  height  is  3  19-32 


506  MAINTENANCE   OF    WAY    STANDARDS. 

inches,  while  the  width  of  flange  is  2  17-24  inches,  as 
shown  on  plan  of  plate. 

The  track  bolt  is  f  X4  inches,  having  a  square  nut  J 
inch  thick,  giving  room  for  a  ^-inch  nut  lock. 

SEVENTY-ONE   POUND    RAIL   SECTION    AND   JOINT — ATCHISON, 
TOPEKA  AND  SANTA  FE   RY. 

The  section  shown  on  plate  CXXV.,  page  417,  gives 
a  total  height  of  rail  of  4  9-16  inches  and  a  width  of  base 
of  4  9-16  inches;  top  of  ball  is  curved  by  a  1 5-inch  radi- 
us, upper  corners  by  a  -J-inch  radius ;  extreme  width  of 
ball,2  15-32  inches;  the  vertical  faces  join  the  lower  faces 
with  a  curve  of  3-1 6-inch  radius,  the  lower  faces  forming 
angles  of  12  degress  with  the  horizontal,  and  join  the 
web  with  a  J-inch  radius.  The  faces  of  web  are  per- 
pendicular to  where  they  curve  to  upper  base  faces, 
with  a  curve  of  f-inch  radius.  The  extensions  of  the 
lower  faces  of  ball  and  upper  faces  of  base  intersect  in 
the  horizontal  center  line  of  bolt  hole,  forming  equal 
angles  of  12  degrees  therewith.  Extreme  thickness  of 
ball  is  i  45-64  inches,  and  of  base  47-64  inches;  center 
of  bolt  hole,  i  51-64  inches  from  base. 

The  angle  bars  fits  snugly  below  ball  and  on  top  of 
flange  of  rail ;  the  vertical  sides  are  J  inch  thick  in  nar- 
rowest place,  and  the  angles  are  I  inch  thick;  total 
length  of  bar  is  ,23  inches.  The  upper  elevation  on  plate 
LV.  shows  punching  diagram,  from  end  of  bar  to  cen- 
ter of  first  hole  4  inches,  then  5  inches  from  center  to 
center  to  last  hole,  and  4  indies  from  center  of  last  hole 
to  end  of  plate ;  there  is  a  slot  for  a  f-inch  spike  in  each 
plate,  loj  inches  from  end  of  plate.  The  lower  eleva- 
tion shows  drilling  of  rail;  each  end  has  two  holes  i 
inch  in  diameter;  the  center  of  first  is  2f  inches  from 
end  of  rail,  and  distance  from  center  of  first  to  center 
of  second  is  5  inches ;  this  allows  a  maximum  variation 
of  ^  inch  for  expansion.  The  angle  bars  do  not  quite 
reach  the  tie,  their  lowest  points  being  3-64  inches  high- 
er than  the  base  line  of  rail.  The  cross  section  of  bar 
has  an  area  of  3.22  square  inches,  making  the  23-inch 
bar  weigh  about  21  pounds. 


DESCRIPTIVE  TEXT.  507 

The  bolt  has  a  diameter  of  f  inch,  a  length  of  4  inches, 
threaded  2\  inches,  round  head  and  oval  shank  near  the 
head;  the  nut  is  f  inch  thick. 

Plate  CXXVL,  page  418,  shoe's  standard  Heath 
rail  joint. 

STANDARD    RAIL   SECTIONS,   ANGLE    BARS    AND    JOINTS— NEW 
YORK, NEW  HAVEN  AND  HARTFORD  RY. 

Plate  CLXVlli.,  page  494,  shows  standard  rail  sec- 
tion and  angle  bar  for  73.66  pounds  steel.  The  height 
of  rail  is  4  11-16  inches  and  the  base  4^  inches;  top  of 
ball  is  curved  to  a  radius  of  12  inches,  upper  corners 
to  a  radius  of  \  inches;  greatest  width  of  ball  is  2  7-16 
inches;  the  under  corners  are  curved  to  a  radius  of  J 
inoh  and  lower  faces  form  angles  of  17  degrees  with 
the  horizontal,  joining  web  with  a  curve  of  5~i6-inch 
radius;  the  web  is  curved  to  a  1 5-inch  radius  and  joins 
the  base  with  a  curve  of  J-inch  radius;  the  upper  faces 
of  base  incline  under  an  angle  of  13  degrees  to  the  hori- 
zon; greatest  thickness  of  ball  is  if  inches  and  of  base 
\  inches;  thickness  of  web  through  center  of  bolt  hole 
9-16  inch. 

The  angle  bars  are  constructed  to  fit  perfectly  under 
ball  and  on  top  of  base  of  rail,  clearing  the  web  on  in- 
side f  inch  and  on  outside  19-32  inch  on  center  line; 
thickness  of  plates  at  center  of  bolt  holes  9-16  inch; 
the  angle  bars  are  24  inches  in  length;  the  outer  bar 
has  4  round  holes  of  15-16  inch  in  diameter,  and  the 
inside  bar  has  4  oblong  holes  £xi£  inches,  punched  as 
shown  on  cut.  Each  rail  end  has  two  round  holes,  I  1-16 
inches  in  diameter,  the  first  hole  2f  inches  from  end  of 
rail,  allowing  \  inch  for  expansion. 

Plate  CLXIX.,  pages  496  and  497,  shows  two  differ- 
ent rail  sections  and  angle  bar  joints,  for  78-pound  and 
i co-pound  rails;  the  arrangements  are  very  clear  in 
the  cut ;  the  78-pound  rail  is  4^  inches  high  and  has  a 
4j-inch  base;  the  loo-pound  rail  is  6  inches  high,  with 
a  .si-inch  base;  the  holes  in  the  78-pound  rail  are  i  inch 
in  diameter,  while  the  'holes  in  the  loo-pound  rail  are 
i  i -i  6  inches  in  diameter,  bolts  for  the  former  rail  be- 


508  MAINTENANCE   OF    WAY    STANDARDS. 

ing  J  inch  and  for  the  latter  J  inch  in  diameter;  the 
angle  bars  are  24  inches  long  for  both  kinds  of  rail,  but 
are  punched  differently.  A  pair  of  angle  bars  for  the 
loo-pound  rail  weighs  48  pounds. 

The  78-pound  rail  is  used  on  the  Old  Colony  system, 
except  on  the  Stonington  and  Worcester  divisions. 

Plate  GLXX.,  page  499,  shows  another  variety  of 
rail  section  and  joint  in  use  on  the  Old  Colony  system 
of  the  N.  Y.,  N.  H.  &  H.  R.  R.  It  is  a  7O-pound  rail, 
4^  inches  high,  with  a  4^-inch  base ;  the  various  dimen- 
sions are  plainly  given  in  cut,  requiring  no  further  ex- 
planations. It  is  seen  that  the  joint  is  arranged  for  sus- 
pension upon'  two  ties ;  rail  ends  have  two  holes  of  i 
inch  in  diameter  and  J  inch  track  bolts  are  used ;  angle 
bars  are  24  inches  long  and  interchangeable,  having 
oblong  holes  Jxi-J  inches. 

STANDARD  RAIL  SECTION,  ANGLE  BAR   AND   JOINT— MICHIGAN 
CENTRAL    RY. 

Plate  CV.,  page  243,  shows  the  Michigan  Central 
standard  8o-pound  rail,  with  angle  bars  and  fastenings. 
The  rail  is  5  inches  high  and  has  a  5-inch  base ;  top  of 
rail  and  faces  of  web  are  curved  to  a  radius  of  12  inches ; 
the  inner  faces  of  angle  bars  are  curved  to  a  radius  of 
4^  inches ;  the  ball  is  24  inches  wide  on  top  and  has  ver- 
tical sides;  the  lower  faces  of  ball  and  upper  faces  of 
base  form  angles  of  13  degrees  with  the  horizontal;  on 
center  line  through  bolt  hole  web  is  9-16  inch  and  angle 
bars  are  j  inch  thick ;  track  bolt  is  f  inch  in  diameter 
and  long  enough  to  accommodate  a  \  inch  washer,  \ 
inch  nut  lock  and  a  f  inch  nut.  There  are  6  bolts  to 
the  joint,  spaced  as  shown  in  cut,  drilling  in  rail  is  i 
inch  in  diameter,  the  angle  bars  are  44  inches  long  and 
foot  of  an^le  does  not  touch  tie  by  ^  indh. 

STANDARD  RAIL  SECTIONS  AND  JOINTS— SOUTHERN  RAILWAY. 

Plate  CLVL,  page  476,  illustrates  two  patterns  of 
rails  and  joints  in  use  upon  the  Southern  Railway,  one 
for  So-pound  and  one  for  75-pound  rail. 

The  8o-pound  rail  'has  a  height  of  5  inches  and  a 


DESCRIPTIVK   TEXT.  509 

base  of  5  inches;  the  75-pound  rail  is  4  13-16  inches 
high  and  its  base  is  4  13-16  inches  long.  The  principal 
dimensions  show  plainly  in  cut;  holes  in  web  of  rail  are 
i  inch  in  diameter  ;  slotted  holes  in  angle  bars  for  spikes 
are  §  xi  1-16  inch,  and  the  holes  in  angle  bars  are  oblong, 
ixi^  inch  in  both  styles  of  joints.  Track  bolts  have 
square  nuts  i^xii  inches  and  i-J  inches  thick;  diameter 
of  bolt  is  J  inch  and  total  length  of  bolt  is  4^  inches; 
the  joints  are  designed  to  be  suspended  upon  tvvo  ties 
1  8  inches  apart. 

STANDARD    RAIL   SECTION   AND   JOINT  —  CENTRAL    RAILROAD 
OF   GEORGIA. 


Plate  CLIY.,  page  474,  shows  a  section  of  a 
pouncl  steel  rail,  with  angle  bar  as  used  on  the  Central 
Railroad  of  Georgia.  The  rail  is  4$  inches  high  and 
has  a  base  of  4^  inches  wide.  The  joint  is  suspended, 
30  inches  long,  with  6,  track  bolts.  At  center  line  of 
bolts  angle  bar  is  9-16  inch  and  web  of  rail  7-16  inch 
thick;  holes  in  angle  are  oblong,  $xi^  inches,  and 
holes  in  rail  are  round,  I  inch  in  diameter;  the  spacing 
is  shown  plainly  in  cut;  the  radius  of  rail  web  is  16 
inches  and  for  rail  top  15  inches.  Joint  ties  are  spaced 
so  as  to  leave  10  inches  clear  space  between  adjacent 
faces. 

STANDARD  RAIL  SECTION  AND  JOINT  —  LOUISVILLE  AND  NASH- 
VILLE   RY. 

Plate  CXII.,  page  309,  shows  details  of  the  7O-pound 
rail  and  angle  bar  joint  as  used  on  the  L.  &  N.  Rail- 
road. The  rail  is  4$  inches  high  and  4f  inches  wide 
and  has  a  web  33-64  inch  thick  through  center  of  bolt 
hole;  the  angle  bars  are  11-16  inch  through  bolt  holes 
and  fit  ball  and  base  of  rail.  The  joint  is  suspended 
and  connected  by  4  bolts  spaced  as  shown;  the  holes 
in  rail  are  circular,  I  inch  in  diameter;  the  holes  in  out- 
side splice  are  circular,  J  inch  in  diameter,  but  the 
holes  in  inside  angle  bar  are  oblong,  £xi£  inches;  the  in- 
side splice  is  slotted  3^  inches  from  end  for  spikes.  The 


§10  MAINTENANCE   OF    WAY    STANDARDS. 

angle  bars  are  22-J  inches  long  and  one  pair  weighs 
4<>J  pounds.    The  track  bolts  are  }  inches  in  diameter. 

TANDARD    RAIL    SECTIONS    AND    JOINTS — NEW    YORK,   LAKE 
ERIE  AND  W.  RY. 

Plate  XCV1IL,  page  212,  shows  the  8o-pound  rail 
section,  angle  bars  and  joint  fastenings  on  the  N.  Y., 
L.  E.  &  W.  R.  R.  The  principal  dimensions  of  the  rail 
are:  Height,  5  inches;  base,  5  inches;  width  of  ball,  2f 
inches;  thickness  of  web,  17-32  inch.  The  angle  bars 
are  30  inches  long,  with  6  bolts;  the  holes  in  outside 
splice  are  circular  and  have  a  diameter  of  -J  inch;  the 
holes  in  inside  splice  are  oblong,  JxiJ  inches;  the  holes 
in  rail  are  round,  I  inch  in  diameter;  thickness  of 
splices  f  inch  through  :hole.  The  track  bolts  are  4x4^ 
inches. 

Plate  XCIX.,  page  213,  shows  the  63-pound,  684- 
pound  and  74-pound  rail,  with  their  joint  fastenings 
for  the  same  road.  The  angle  bars  for  the  63  and  68th 
pound  rails  are  25  inches  long  and  have  four  bolt  holes, 
while  the  angle  bars  for  the  74-pound  rail  are  40  inches 
long  and  have  6  bolts.  The  drilling  and  punching  of 
holes  in  rails  and  angle  bars  are  similar  as  described 
above,  and  is  plainly  shown  on  cut,  the  outside  splices 
having  round  and  inside,  splices  oblong  holes. 

Plate  C,  page  214,  shows  their  QO-pound  rail,  with 
joint  fastenings.  This  rail  has  a  height  of  5f  inches 
and  a  base  5f  inches  wide;  the  ball  is  2^  inches  wide, and 
thickness  of  web  9-16  inch;  the  splices  are  30  inches 
long,  with  6  bolt  holes;  diameter  of  holes  in  rail  I  inch, 
in  outside  splice  J  inch  and  in  inside  splice  the  holes 
are  oblong,  £xi£  inches. 

STANDARD   RAIL  SECTIONS  AND  ANGLE  BARS— CHICAGO,  BUR- 
LINGTON  AND  QUINCV   RY. 

Plate  CX XX IV.,  page  450,  shows  two  styles  of  rails 
and  splices  as  used  on  the  C.,  B.  &  Q.  R.  R. ;  the  upper 
section  is  the  65-pound  rail,  the  lower  section  the  75- 
pound  rail ;  the  dimensions,  both  of  rails  and  angle  bars, 
are  plainly  shown  and  need  no  further  explanation.  The 
angle  bars  are  38  inches  long  and  rest  on  three  ties,  one 


DESCRIPTIVE   TEXT.  5!! 

tie  directly  under  joint.  There  are  six  bolts;  the  first  is 
6^  inches  from  end  and  the  others  are  evenly  spaced,  5 
inches  from  center  to  center,  and  last  bolt  is  6^  inches 
from  end.  Angle  bars  are  slotted  and  spiked  to  the  two 
shoulder  ties. 

STANDARD  JOINT  AND  ANGLE  BARS— UNION  PACIFIC  RY. 

Plate  CXLYI.,  page  466,  shows  the  L' .  P.  standard 
75-pound  rail,  angle  bar  and  joint.  The  rail  is  4$  inches 
high  and  has  a  base  4^  inches  wide ;  the  ball  is  2^  inches 
wide  and  web  17-32  inch  thick.  Angle  bars  are  40 
inches  long  and  joints  rest  on  three  ties,  one  tie  directly 
under  joint.  Angle  bars  are  interchangeable,  having 
oblong  holes  txi*  inches.  The  holes  in  rail  are  circu- 
lar, i  inch  in  diameter;  track  bolts  are  :l^4^  inches; 
joint  ties  are  spaced  16  inches  from  center  to  center. 

Plate  CXLYI  I.,  page  467,  shows  the  /o-pound  rail, 
with  joint  fastenings.  This  rail  is  4^  inches  high  and 
4;J  inches  wide ;  the  ball  is  2\  inches  wide  and  web  is  £ 
inch  thick.  There  are  three  holes  in  each  rail  end,  I  inch 
in  diameter,  and  spaced  as  shown  in  the  cut.  The  sec- 
tion on  C.  D.  shows  form  of  angle  bars,  which  are  40 
inches  long,  having  6  oblong  bolt  holes  ^xi^  inches; 
they  are  slotted  for  three  ties,  spaced  16  inch  centers. 
The  track  bolt  is  4^  inches  long,  j  inches  in  diameter, 
with  nut  lock  and  square  nut. 

BLOCK   SIGNAL  TOWER — BALTIMORE   AND   OHIO  RY. 

Plate  XL.,  page  95,  shows  working  drawings  for  a 
two-story  block  signal  .tower,  27  feet  hig*h,  with  a 
ground  area  of  10  feet  by  10  feet.  The  structure  is 
framed  of  timber;  the  lower  story  is  12  feet  and  the  up- 
per story  9  feet  high.  The  room  on  the  ground  floor 
can  be  utilized  for  storage  of  supplies.  A  stairway  built 
outside  on  the  rear  of  tower  affords  easy  communica- 
tion with  the  upper  story;  plenty  of  light  is  provided 
for  the  signal  man  by  two  double  windows,  facing  di- 
rections which  he  is  expected  to  guard. 

(See  also  Standard  Towers  for  Interlocking  Signals, 
Pennsvlvania  Lines,  west  of  Pittsburg,  Plates  LXXIX. 


512  MAINTENANCE  OF   WAY   STANDARDS. 

to  LXXXVIL,  pages  162  to  171,  for  diagrams  and  de- 
scriptions.) 

BUMPER  (CAR  STOP)— BALTIMORE  AND  OHIO  RY. 

The  upper  figure  on  plate  XLVIL,  page  102,  shows 
a  plan  and  the  lower  figure  an  elevation  of  the  standard 
bumper  on  the  B.  &  O.  R.  R.  The  principal  features 
are  two  stringers,  12x12  inches,  to  each  of  which  are 
bolted  two  rails,  the  ends  bent  up,  so  their  bases  meet, 
forming  a  triangle  with  the  stringer  as  a  base ;  the  bent- 
up  rails  reach  4  feet  4  inches  above  the  top  of  rails  and  to 
them  are  bolted  the  bumping  timbers,  whic'h  are  3  feet 
9  inches  above  the  surface  of  rails ;  these  are  reinforced 
by  blocks  set  between  them,  3  inches  inside  of  gage  and 
bolted  to  the  inner  and  outer  timber  by  I  inch  bolts. 

The  device  is  inexpensive  and  effective. 

BRIDGE   WARNINGS  (TELL-TALES)— BALTIMORE  AND   OHIO  RY. 

Plate  XXXVII. ,  page  92,  shows  a  bridge  warning, 
to  be  used  for  3  or  more  tracks.  It  consists  of  two  sim- 
ple timber  standards  23  feet  4  inches  high  above  top  of 
ties,  to  which  is  fastened  the  cord  carrying  the  tell-tale 
ropes,  made  of  sash  cord,  from  4  to  6  feet  long.  The 
construction  is  simple;  the  foundation  for  standards  is 
a  cross  of  12x12  inches  timber,  carrying  the  center  pole, 
12x12  inches,  at  the  bottom,  gradually  battering  to  9x9 
inches  at  the  top.  This  is  braced  to  the  bottom  cross  by 
four  pieces,  6x8  inches,  and  an  additional  long  brace, 
6x8  inches,  is  used  from  inside  the  tracks  to  stiffen  the 
structure  against  being  pulled  inward  toward  tracks. 

For  one  or  two  tracks  the  construction  of  bridge 
warnings  is  still  simpler  and  is  shown  on  plate 
XXXVIII.,  page  93.  A  single  upright,  8x8  inches, 
carrying  a  cross  arm  20  feet  high  above  top  of  rail,  are 
the  main  features.  The  cross  arm  is  2|x8  inches  by  13 
feet  3  inches,  braced  by  a  piece  6x6  inches  to  the  up- 
right, and  carries  the  tell-tale  cords.  The  details  of  the 
hanger  are  shown  on  a  larger  scale.  The  upright  reach- 
es 4  feet  8  inches  below  top  of  rail,  being  braced  by  4 
pieces  of  6x6  inches  and  buried  in  the  ground,  giving 


DESCRIPTIVE  TEXT.  513 

the  structure  the  necessary  solidity.    For  double  tracks 
the  cross  arm  must  be  made  correspondingly  longer. 

CATTLE    GUARD — BALTIMORE  AND   OHIO   RY. 

Plate  XXXIL,  page  87,  illustrated  a  cattle  guard 
as  used  on  parts  of  this  system.  It  is  a  very  simple  ar- 
rangement of  triangular  slats  of  hardwood,  nailed  to 
the  ties,  parallel  with  the  rails  both  inside  and  outside 
of  track  up  to  a  juncture  of  the  cattle  guard  wings  con- 
necting with  the  right  of  way  fence. 

STANDARD  CATTLE  GUARDS-MICHIGAN  CENTRAL  RY. 

Another  design  for  cattle  guard  is  shown  on  plate 
CIL,  page  228,  and  is  used  on  the  M.  C.  R.  R.  The 
guard  proper  consists  of  four  sections  of  corrugated 
metal,  9  feet  long  and  26  inches  wide,  spiked  directly  to 
the  ties.  The  cattle  guard  wing  fences  are  4  feet  6  inch- 
es high,  sloping  i  in  2  with  5  fence  boards  nailed  to  the 
sloping  post.  The  arrangement  of  parts  is  plainly 
shown  in  cut. 

HAND  CAR  HOUSE — BALTIMORE  AND  OHIO  RY. 

Plate  XLI.,  page  96,  shows  an  excellent  design  for  a 
section  hand  car  and  tool  house.  The  first  figure  shows 
the  gable  end  and  lower  figure  is  an  elevation  facing 
track,  one-half  of  which  shows  the  building  as  finished, 
and  the  other  half  shows  framing  arrangement;  the 
right  half  of  plate  shows  the  ground  plan.  The  struc- 
ture covers  an  area  of  12  by  18  feet  and  gives  a  clear 
height  of  8  feet;  the  nearest  wall  is  10  feet  from  nearest 
track  rail.  A  6-foot  sliding  door,  facing  track  and 
placed  in  the  middle  of  building,  gives  sufficient  room 
for  bringing  hand  car  in  and  out ;  a  short  track  9  feet  8 
inches  long  bringing  it  to  within  8  inches  of  main  track, 
and  a  similar  track  inside  car  bouse  gives  the  very  best 
facilities  of  handling  the  hand  car.  On  one  side  of  hand 
car  in  tool  house  is  sufficient  room  for  grind  stone 
frame,  which  is  placed  next  the  window,  giving  light 
while  tools  are  being  sharpened.  Near  the  grind  stone 
is  a  stationary  oil  box,  while  on  the  other  side  a  tool  box 


5H  MAINTENANCE   OF    WAV   STANDARDS. 

is  placed.    There  is  plenty  room  for  racks  for  the  proper 
storing  of  tools  and  supplies. 

STANDARD  FROGS. 

NO.  6,  CROSSING  FROG — BALTIMORE  AND  OHIO  RY. 

This  frog  is  shown  on  plate  XVIIL,  page  62,  and  is 
the  standard  pattern  on  the  B.  &  O.  R.  R.  for  60  and  67- 
pound  rail.  The  upper  figure  shows  in  plan  the  general 
construction,  which  is  self-explanatory.  The  frog  is  12 
feet  long  over  all,  giving  a  spread  of  12  inches  on  the 
gage  line  at  each  end ;  the  points  are  blunted  to  £  inch, 
and  are  30  inches  apart,  leaving  4  feet  9  inches  each 
way  from  point  to  heel.  The  section  on  A.  B.  shows 
cut  across  frog  near  point,  and  section  on  C.  D.  is  a  cut 
through  frog  on  second  clamp  and  filling;  both  views 
explain  fully  the  fastening  of  the  cast  iron  filling  to  the 
rails  and  the  clamps  binding  all  together.  The  ties  are 
necessarily  so  placed  that  the  clamps  come  between 
them. 

NO.  6,  STIFF   FROG — BALTIMORE  AND  OHIO  RY. 

This  frog  is  plainly  shown  on  plate  XIX.,  page  63, 
and  is  of  the  67-pound  rail  pattern.  It  is  8  feet  long, 
spreading  5  11-32  inches  at  the  toe  and  10  21-32  inches 
at  the  heel  measured  on  gage  lines.  The  flange  way  is 
2  inches  and  the  wings  curve  slightly  at  the  ends  to  3^ 
inches  away  from  running  rails ;  the  theoretical  point  is 
5  feet  4  inches  from  heel  and  the  blunt  point  5  feet  i 
inch,  showing  the  point  to  be  ^  inch  thick.  Section  on 
A.  B.  shows  a  cut  through  point  and  section  on  C.  D. 
is.  a  cut  through  second  clamp  and  filling,  giving  a  con- 
cise idea  of  the  fastenings.  The  frog  rests  on  five  ties, 
the  cast  filling  surrounding  the  point  is  12  inches  long 
and  the  second  filling  starts  9  inches  from  first,  being  6 
inches  in  length.  The  wing  rails  terminate  2  feet  3 
inches  from  heel  of  frog. 

NO.  6,  STIFF    FROG — BALTIMORE  AND  OHIO  RY. 

This  frog  differs  mainly  from  the  one  just  described, 
that  it  is  of  a  heavier  section,  being  for  85-pound  steel, 
having  joints  of  6  bolts,  which  necessitates  a  greater 


DESCRIPTIVE   TEXT.  515 

spread  at  the  ends.  Plate  XX.,  page  64,  shows  this 
clearly.  The  frog  is  10  feet  long  over  all,  having  a 
spread  of  8  inches  at  the  toe  and  a  spread  of  12  inches 
at  the  'heel.  It  is  supported  on  7  ties.  The  wings  curve 
3^  inches  from  running  rails  and  extend  to  within  2 
feet  9  inches  of  heel.  Otherwise  the  construction  is 
perfectly  similar  to  the  frog  described  on  plate  XIX. 
The  sections  shown  on  A.  B.  and  C.  D.  are  of  the  same 
character,  except  that  the  rail  sections  are  heavier,  mak- 
ing the  filling  and  clamps  heavier  accordingly. 

NO.  7,  STIFF  FROG— BALTIMORE  AND  OHIO  RV. 

Plate  XXI.,  page  65,  shows  a  plan  and  two  sections 
of  a  No.  7  frog  of  67-pound  rail.  It  is  n  feet  long 
over  all,  spreading  7  7-16  inches  at  toe  and  1 1  7-16  inch- 
es at  heel  between  gage  lines.  Flange  way  is  2  inches 
wide  and  wings  curve  3^  inches  from  running  rails, 
reaching  to  within  3  feet  5  inches  of  heel.  The  theoret- 
ical point  is  6  feet  8  inches  and  the  blunt  point  6  feet  4^ 
inches  from  heel.  It  rests  on  7  ties  and  is  connected  to 
track  rails  by  four  bolts,  suspended  joints.  Section  on 
A.  B.  and  C.  D.  shows  fillings  and  clamps  and  method 
of  fastenings. 

NO.  8,  STIFF  FROG — BALTIMORE  AND  OHIO  RY. 

This  frog  is  15  feet  long  over  all,  is  made  of  6o-pound 
or  67-pound  rail  and  has  a  spread  of  nj  inches  at  toe 
and  1 1  indies  at  the  heel.  It  rests  on  8  ties  and  has  a 
flange  way  of  2  inches.  The  upper  figure  on  plate 
XXII.,  page  66,  shows  a  plan;  the  two  lower  views  are 
sections  of  the  frog;  it  will  be  observed  that  the  filling 
around  the  point  is  14  inches  long  and  that  16  inches 
clear  space  intervenes  to  the  filling  on  C  D,  which  is  6 
inches  long.  The  wings  curve  3^  inches  from  running 
rails,  the  theoretical  point  is  7  feet  4  inches,  and  the 
blunt  point  7  feet  from  heel.  The  sections  shoAv  ar- 
rangement of  cast  filling  and  clamps. 

NO.  8,  STIFF  FROG— BALTIMORE  AND  OHIO  RY. 

This  is  another  variety  and  differs  from  the  preced- 
ing one  chiefly  in  being  made  of  85-pound  rail  and  for 


5*6  MAINTENANCE   OF   WAY   STANDARDS. 

having  6  bolt  joints.  The  top  figure  on  plate  XXIII., 
page  67,  shows  a  plan  of  this  frog.  It  is  15  feet  over  all, 
spreading  i  i-J  inches  at  the  toe  and  1 1  inches  at  the  heel. 
It  rests  on  8  ties  and  has  a  flange  way  of  2  inches.  The 
arrangement  of  filling  and  clamps  is  the  same  as  in  the 
frog  just  described,  only  heavier  to  conform  to  the  rail 
section.  Wings  curve  3^  inches  away  from  running 
rails  and  reach  within  3  feet  4  inches  to  heel;  the  frog 
point  is  7  feet  from  'heel  and  the  theoretical  point  7  feet 
4  inches,  making  |  inch  bluntness. 

NO.  8,  SPRING  RAIL  FROG— BALTIMORE  AND  OHIO  RY. 

Plate  XXIV.,  page  68,  shows  a  plan  and  details  of  a 
No.  8  spring  rail  frog  for  60  or  67-pound  rail.  The 
total  length  is  15  feet,  spreading  n^  inches  at  toe  and 
ii  inches  at  heel;  spring  is  placed  4  feet  6  inches  from 
toe  and  3  feet  8J  inches  from  frog  point.  The  fixed 
wing  reaches  to  within  3  feet  3  inches  and  the  spring 
rail  to  within  2  feet  3  inches  of  heel  of  frog.  Point  and 
stationary  wing  are  fastened  together  like  the  rigid 
frogs,  as  shown  in  section  AB  and  CD ;  the  spring  rail 
is  free  to  move  out  2  inches  under  the  pressure  of  a 
wheel  flange,  until  it  strikes  the  stops  provided  by  the 
four  slide  plates.  A  bar  f  inches  thick  and  6  feet  5 j 
inches  long  is  bolted  to  the  spring  rail,  bent  double  op- 
posite extreme  slide  plate  EF,  projecting  7  inches,  as 
shown  in  section  on  EF.  This  plate  serves  as  a  rein- 
forcement of  the  spring  rail  and  insures  uniform  bearing 
against  the  stops  on  the  plates;  it  is  shown  on  cut  as 
looking  down  upon  it  and  is  fastened  to  the  spring  rail 
by  eleven  J-inch  bolts,  spaced  as  shown  in  diagram.  An- 
other view  represents  a  side  elevation  of 'point,  with 
the  spring  rail  removed,  which  shows  the  flanges  of  rails 
interlocked  with  the  clamps. 

NO.  8,  SPRING  RAIL  FROG — BALTIMORE  AND  OHIO  RY. 

This  design  is  in  all  respects  the  same  as  the  one  just 
described  on  plate  XXIV.;  the  only  difference  is  in  the 
weight  of  rail  used,  being  made  of  the  85-pound  pattern. 
The  description  of  this  frog  shown  on  plate  XXV.,  page 


DESCRIPTIVE  TEXT.  517 

69,  is  therefore  identical  with  that  given  for  frog  on 
page  68. 

NO.  10,  STIFF  FKOG— BALTIMORE  AND  OHIO  RY. 

This  frog  belongs  to  the  type  shown  on  plate  XXII. 
It  has  a  length  of  15  feet  and  spreads  on  heel  10  3-32 
inches  and  toe  7  29-32  inches,  and  is  made  for  60  and 
67-pound  rail.  The  main  difference  is  in  the  angle  of 
frog,  bringing  the  theoretical  point  8  feet  5  inches  from 
heel.  A  plan  and  two  sections  are  shown  on  plate 
XXV I.,  page  70. 

NO.  10,  STIFF    FROG — BALTIMORE  AND  OHIO  RY. 

This  frog,  shown  on  plate  XX VII.,  page  71,  corre- 
sponds in  most  all  particulars  to  the  one  described  on 
preceding  plate.  It  is  15  feet  long,  spreads  7  5-16  inches 
at  toe  and  10  n  16  inches  at  heel;  theoretical  point  is 
8  feet  IT  inches  and  blunt  point  8  feet  6  inches  from 
heel ;  the  wings  curve  3-}  inches  from  running  rails  and 
reach  to  within  4  feet  10  inches  of  heel.  The  sections 
shown  are  cuts  on  the  lines  AB  and  CD,  and  illustrate 
.node  of  lastenings  The  frog  is  made  of  85-pound  steel. 

NO.  IO,  SPRING  RAIL    FROG — BALTIMORE   AND  OHIO  RY. 

On  plate  XXVIII. ,  page  72,  a  No.  10  spring  rail  frog 
for  60  or  67-pound  rail  is  shown.  Its  general  construc- 
tion resembles  that  of  the  No.  8  spring  rail  frog  shown 
on  page  68  and  described  above ;  total  length  of  frog  is 
15  feet,  spreading  7  27-32  inches  at  toe  and  10  3-32  inch- 
es at  the  heel.  The  spring  is  placed  3  feet  6  inches  from 
toe  and  3  feet  7^  inches  from  point,  and  has  the  follow- 
ing dimensions:  Free  height,  4  inches;  solid  height, 
2$  inches;  outside  diameter,  2\  inches;  inside  diameter, 
ii  inches;  diameter  of  outside  bar,  f  inch;  diameter  of 
inside  bar,  J  inch.  The  movable  wing  rail  is  to  be 
planed  as  shown  by  shaded  portion  in  plan  and 
in  section  at  CD,  beginning  opposite  point  of  frog  for 
i  foot  8  inches  full  width  of  ball,  thence  triangular  a 
distance  of  2  feet  I  inch  to  point  H.  The  reinforcing 
bar,  which  fits  the  spring  rail  like  a  fish  plate,  is  applied 
in  the  same  way  as  described  on  plate  XXIV. 

NO.  10,  SPRING   RAIL   FROG —BALTIMORE  AND  OHIO  RY. 

The  frog  shown  on  plate  XXIX..  page  73,  is  almost 


518  MAINTENANCE  OF   WAY   STANDARDS. 

identical  with  the  preceding  one,  with  the  following  ex- 
ceptions: It  is  made  of  85-pound  steel  rail,  spring 
is  placed  3  feet  from  toe  of  frog,  and  movable  wing 
reaches  to  within  3  feet  9  inches  of  heel.  The  dimen- 
sions of  spring  are  exactly  the  same  as  described  above; 
spread  at  toe  is  7  5-16  inches  and  at  heel  10  11-16  inch- 
es. Reinforcing  bar  and  other  fastenings,  also  planing 
of  spring  rail  agrees  perfectly  with  the  preceding  frog. 

STANDARD   SPRING  RAIL    FROG — ILLINOIS   CENTRAL   RV. 

Plate  CXVIIL,  page  356,  shows  a  No.  10  spring 
frog,  which  is  standard  on  the  Illinois  Central  Railroad. 
It  is  14  feet  long  over  all,  bringing  the  point  just  mid- 
way between  heel  and  toe  and  spreads  7  27-32  inches 
at  toe  and  8  15-16  inches  at  heel,  between  gage 
lines,  bpring  is^  placed  4  feet  3  inches  from  toe  and 
2  feet  9  inches  from  point,  fixed  wing  is  10  feet  7 
inches  and  spring  rail  is  12  feet  3  inches  long;  fixed 
wing  and  point  are  fastened  by  6  i-inch  bolts,  pass- 
ing through  solid  wrought  iron  filling  30  inches 
long;  the  flange  way  is  2  inches.  The  frog  rests  on 
9  ties  10  inches  face;  J-inch  •  plates  of  wrought 
iron  6  inches  wide  are  placed  on  the  four  ties  just  be- 
yond the  spring,  to  facilitate  the  movement  of  the  spring 
rail  and  to  stop  it  the  proper  moment,  as  shown  on  the 
sections.  A  reinforcing  bar,  similar  to  the  one  shown 
on  the  B.  &  O.  standards,  is  bolted  to  the  spring  rail, 
having  2  vertical  projections,  which  slide  in  the  hollow 
brackets  marked  2  and  4.  The  piece  marked  Y  is  a  piece 
of  rail  planed  so  as  to  fit  between  the  rails  forming  frog- 
point  and  is  fastened  to  them  by  2  bolts  J  inches  diam- 
eter. The  fixed  wing  curves  away  from  running  rails 
with  a  radius  of  3  feet,  while  the  spring  rail  curves  with 
a  radius  of  4  feet,  giving  a  clearance  of  4  inches  between 
balk  of  rails. 

SPRING  RAIL   FROG — PENNSYLVANIA    RY. 

The  type  of  spring  rail  frog  shown  on  plate  LXIV., 
page  140,  is  entirely  different  from  the  preceding  ones, 
length  of  frog,  15  feet  over  all,  resting  on  9  ties  and  6 
plates  Jx8  inches  and  of  varying  length.  Spring  is 


DESCRIPTIVE  TEXT.  519 

placed  in  a  box  on  tie,  marked  AA,  the  details  of  which 
are  shown  enlarged  in,  section  at  AA,  the  upper  one 
being  a  vertical  and  the  lower  one  a  horizontal  section 
through  the  spring  and  box.  The  frame  is  made  of 
f-inch  malleable  iron  9 J  inches  long  and  4  inches  high. 
The-spring  has  6  turns  of  i-inoh  diameter  steel,  one  end 
resting  against  the  back  of  the  box  and  the  other  end 
fastened  to  a  circular  malleable  iron  disc,  against  which 
the  loop  of  the  reinforcing  bar  presses.  Thus,  when  the 
flange  of  a  wheel  moves  the  spring  rail,  the  loop  com- 
presses the  spring  until  reinforcing  bar  rests  against 
spring  box,  and  as  soon  as  the  wheel  has  passed  the  elas- 
ticity of  spring  pushes  the  movable  rail  back  to  its 
normal  position.  The  frog  is  well  fastened  together; 
the  fixed  portions  are  riveted  to  the  6  plates  and  bolted 
together  by  i|-inch  diameter  bolts  through  the  cast  rill- 
ing-; the  filling  in  the  heel,  shown  in  section  at  EE, 
slopes  I  inch  from  top  of  rails ;  the  flange  way  is  2  inches ; 
reinforcing  bar  is  riveted  to  the  spring  rail  by  j-inch 
rivets  and  has  two  projecting  loops,  one  at  AA  and  one 
at  DD,  at  the  latter  place  sliding  through  a  rectangular 
open  bracket,  which  forms  another  stop  to  spring  rail 
and  relieves  the  spring  box  of  excessive  strain.  The 
spring  rail  falls  from  point  marked  M  to  point  N  $  inch- 
es, which  is  accomplished  by  reducing  the  Hnch  plate 
under  fixed  frog  to  4  inch  under  the  moving  rail.  (See 
sections  at  AA  and  DD.)  This  is  an  excei-ent  arrange- 
ment, as  it  makes  the  planing  of  spring  rail  unnecessary. 
The  other  plates  are  provided  with  brackets,  fitting  ex- 
actly the  reinforcing  bar  when  spring  rail  is  forced  out, 
thus  giving  uniform  lateral  support  to  the  moving  rail. 
The  ties  are  10  inches  wide  and  spaced  as  shown  in 
olan. 

STANDARD  STIFF  FROGS— PENNSYLVANIA  RV. 

On  plate  LXV..  page  141,  is  shown  a  plan  of  the 
standard  construction  of  stiff  frogs,  as  used  on  the  P. 
R.  R.  system.  The  flange  way  is  2  inches;  ties  up  to 
point  are  spaced  22  inches,  and  between  point  and  heel 
24  inches  from  center  to  center;  dimensions  of  parts  are 
as  follows : 


520  MAINTENANCE   OF   WAV   STANDARDS. 

From  toe  to  point  of  frog: 
For  No.  4  to  No.  15,  inclusive,  7  feet. 
For  No.  1 6  frog,  8  feet. 
For  No.  1 8  frog,  9  feet. 
For  No.  20  frog,  9  feet  10  inches. 
For  No.  24  frog,  10  feet. 
From  point  of  frog  to  end  of  wing: 
For  No.  4  frog,  2  feet  6  inches. 
For  No.  6  frog,  2  feet  10  inches. 
For  No.  8  frog,  3  feet. 
For  No.  9  frog,  3  feet. 
For  No.  10  frog,  3  feet. 
For  No.  12  frog,  3  feet  u  inches. 
For  No.  15  frog,  5  feet. 
For  No.  1 6  frog,  6  feet. 
For  No.  1 8  frog,  6  feet. 
For  No.  20  frog,  7  feet  2  inches. 
For  No.  24  frog,  9  feet. 
From  point  to  heel  of  frog : 
For  No.  4  to  No.  15,  inclusive,  8  feet. 
For  No.  1 6  frog,  TO  feet  10  inches. 
For  No.  1 8  frog,  n  feet. 
For  No.  20  frog,  12  feet  2  inches. 
For  No.  24  frog,  20  feet. 

The  ends  of  wings  curve  3^  inches  away  from  running 
rails. 

STANDARD   STIFF   FROG — ATCHISON,  TOPEK.A  &  SANTA  FE  RV. 

The  frog  shown  on  top  of  plate  No.  CXXIV.,  page 
416,  is  a  No.6£  frog,  as  used  on  the  A.,T.&S.F:R.R.  It  is 
Q  feet  long  over  all,  spreads  5  31-32  inches  at  toe  and 
10  31-32  inches  at  heel;  flange  way  is  2  inches,  theoret- 
ical point  lies  38  inches  from  toe  and  blunt  point  is  2f 
inches  beyond,  angle  of  frog  being  9  degrees.  It  is 
bound  together  by  5  bolts  I  inch  in  diameter,  placed  8 
inches  apart,  passing  through  all  the  rails  and  solid  cast 
filling.  The  wing  rails  run  parallel  to  running  rail  be- 
yond point  for  a  distance  of  23  inches  and  then  curve 
away  until  their  inner  ball  faces  are  14  inches  apart.  The 
section  shows  position  of  the  four  frog  rails  at  the  points 
EF. 


DESCRIPTIVE  TEXT.  521 

The  lower  plan  shows  a  No.  9  frog  as  used  on  the 
same  road.  The  total  length  is  12  feet,  spread  at  toe 
5  31-32  inches  and  at  heel  10  1-32  inches.  It  is  bound 
together  by  6  bolts  I  inch  in  diameter  and  6f  inches 
from  center  to  center;  the  theoretical  point  is  4  feet  5f 
inches  from  toe  and  blunt  point  lies  4  inches  beyond; 
flange  way  is  2  inches  and  extreme  ends  of  wings  are 
13  inches  apart  between  inner  flanges.  The  cast  filling 
is  3  feet  3  inches  long  and  a  hardwood  block  12  inches 
long  is  placed  in  the  throat  of  frog.  Both  of  these  frogs 
are  made  of  52-pound  rail  4  inches  high  and  3!  inches 
base. 

STANDARD   STIFF    FROG — ILLINOIS   CENTRAL    RY. 

The  design  on  plate  CXIX.,  page  357,  represents  a 
No.  10  frog  for  75-pound  steel  and  is  the  standard  on 
the  Illinois  Central  Railway.  The  frog  is  14  feet  over 
all,  has  a  spread  of  7}  inches  at  the  toe  and  8|  inches 
at  the  heel ;  it  is  a  typical  plate  frog,  setting  on  a  f -inch 
plate  40  inches  long,  tapering  from  16  inches  to  12  inch- 
es, to  which  rails  are  secured  by  J-inch  rivets.  The 
flange  way  is  I J  inches  and  the  throat  is  5  feet  2  inches 
from  toe  of  frog.  The  two  rails  marked  C  and  D,  form- 
ing the  point,  are  planed  as  shown  in  enlarged  views  and 
section  on  AB  shows  position  of  frog  rails  near  end  of 
plate.  The  section  of  rail  shown,  although  of  the  same 
weight  as  that  described  on  plate  CXX.,  is  of  different 
form.  Its  height  is  4f  inches  and  its  base  45  inches; 
upper  face  of  ball  is  curved  to  a  radius  of  10  inches  and 
upper  corners  to  a  radius  of  f  inches ;  lower  faces  of  ball 
form  angles  of  15  degrees  to  the  horizontal  and  meet 
the  web  in  a  curve  of  5-16  inch  radius ;  the  web  is  curved 
to  radius  of  10  inches,  is  9-16  inch  thick  in  narrowest 
place  and  joins  the  upper  faces  of  base  under  a  curve  of 
5-16  inch  radius.  The  upper  faces  of  base  form  angles 
of  12  degrees  30  minutes,  while  the  horizontal  and  ex- 
treme corners  are  curved  to  a  radius  of  5-48  inch. 

STANDARD   SPRING   RAIL   FROG— MICHIGAN  CENTRAL  RY. 

Plate  CIII.,  page  233,  shows  a  No.  n  bolted  spring 
rail  frog,  as  used  on  the  M.  C.  R.  R.  It  is  15  feet  long 
over  all  and  made  of  8o-pound  steel ;  point  of  frog  is 


522  MAINTENANCE  OF   WAY   STANDARDS. 

cut  where  it  is  ^  inch  wide;  flange  way  for  Sopound 
rail  is  2  inches  and  for  lighter  rails  if  inches,  and  the 
stops  have  to  be  placed  so  as  to  give  these  throat  open- 
ings at  F.  The  re-enforcing  bar  is  bolted  to  the  spring 
rail  by  8  bolts  J  inch  diameter;  the  plates  for  the  stops 
are  •£  inch  by  7  inches,  made  of  wrought  iron ;  the  rigid 
wing  is  fastened  to  the  point  by  6  bolts  £  inch  diameter. 

STANDARD  SPRING  RAIL  FROG— LOUISVILLE  &  NASHVILLE  RY. 

Plate  CXV.,  page  321,  shows  the  construction  of  a 
keyed  spring  rail  frog,  with  anti-creeping  device,  as 
used  on  the  L.  £  N.  R.  R.  It  is  15  feet  over  ail.  There 
is  a  double  spring;  the  outer  coil  is  of  J  inch  round  steel 
i  J  inches  in  diameter,  the  inner  one  of  3-16  inch  steel  i  £ 
inches  in  diameter;  the  flange  way  at  AA  is  ij  inches, 
and  at  DD  2j  inches;  clamps  are  i^  inches  thick  and  4 
inches  wide ;  the  reinforcing  bar  is  J  inches  thick,  5  feet 
i^  indies  long  and  fits  web  of  rail  like  a  fish  plate.  The 
spring  rail  has  a  maximum  movement  of  2^  inches.  The 
anti-creeping  device  is  shown  between  CC  and  DD. 

STANDARD  SPRING  RAIL  FROG — C.,  N.  O.  &  T.  P.  RY. 

Plate  CX.,  page  295,  shows  arrangement  of  a  75- 
pound  spring  rail  frog,  as  used  on  the  C.,N.  O.  &  T.  P.R. 
R.  It  is  1 6  feet  1 1  inches  long  over  all  and  is  partly  bolt- 
ed and  partly  riveted,  the  construction  of  which  is  plain- 
ly shown.  Reinforcing  strap  is  7  feet  7  inches  long  and 
fastened  to  the  spring  rail  by  10  bolts ;  the  holding  down 
device  rest  upon  a  wrought  -iron  plate  3x20x30  inches ; 
the  point  is  3$  inches  beyond  the  theoretical  point,  and 
point  rails  extend  7  feet  3}  inches  to  heel  of  frog;  flange 
way  is  2  inches  at  the  throat  and  stops  are  arranged  so 
as  to  give  same  flange  way  when  spring  rail  is  pushed 
out;  the  position  of  the  various  parts  are  shown  in  the 
different  cross  sections  on  a  larger  scale. 

STANDARD  FROGS— CHICAGO  AND  NORTHWESTERN  RY. 

Plate  CLXV.,  page  488,  shows  a  No.  10  stiff  frog  for 
8o--pound  steel.  It  has  a  total  length  of  15  feet  and  is 
bolted  together  by  6  bolts  -J  inch  in  diameter.  The 
flange  way  is  if  inches  and  the  two  wing  rails  are  10 
feet  long  each ;  two  large  size  sections  are  shown,  which 


DESCRIPTIVE  TEXT.  523 

illustrate  the  binding  together  of  the  different  parts; 
also  the  details  of  the  cast  iron  fillers  A  and  B  are  given, 
as  well  as  the  crotch  filler. 

Plate  CLXYI.,  pages  490  and  491,  shows  the  stand- 
ard spring  rail  frog  of  the  C.  &  N.  W.  R.  R.  It  is  a  No. 
10  frog  for  72-pound  rail.  It  is  a  bolted  frog,  having  a 
throat  flange  way  of  2  inches.  The  rigid  wing  rail  is  10 
feet  long;  top  of  reinforcing  bar  is  J  inch  below  top  (A 
spring  rail  from  opposite  the  theoretical  point  to  toe; 
the  plates  Xos.  i,  2,  5  and  7  are  i|-.\4  inches,  with  ends 
turned  up  to  form  stops  for  base  of  spring  rail.  The 
springs  for  these  frogs  are  furnished  by  the  railroad 
company;  enlarged  sections  show  further  details  of 
frog.  The  same  general  dimensions  given  for  this  frog 
are  also  used  for  the  8o-pound  rail. 

NO.  7  AND  NO.  10,  STIFF  FROGS — UNION  PACIFIC  RY. 

Plate  CXLY,  page  465,  shows  two  styles  of  stiff 
frogs  as  used  on  the  U.  P.  R.  R.  The  upper  one  is  a 
Xo.  10  and  the  lower  one  a  Xo.  7  frog.  The  No.  10  has 
a  total  length  of  15  feet  and  the  Xo.  7  is  10  feet  long. 
They  are  for  6o-pound  steel  rail  and  are  bolted  together, 
the  details  of  which  are  plainly  given  in  cut;  the  section 
on  AB  shows  flange  ways  i^  inches,  also  arrangement 
of  cast  iron  fillers  and  bolts;  the  wings  are  curved  to  a 
radius  of  18  inches  and  bolts  are  J  inches  in  diameter. 

STANDARD  GUARD  RAILS. 

GUARD    RAIL  FOR  SPRING  FROG  — MICHIGAN  CENTRAL  RY. 

Plate  CVI.,  page  248,  illustrates  the  standard  guard 
rail  in  use  on  the  M.  C.  R.  R.  The  plan  shows  how  it  is 
set.  It  is  15  feet  over  all.  giving  a  clear  flange  way  of  2 
inches  for  5  feet  opposite  frog  point;  then  flange  way 
increases  from  2  inches  to  2j  inches  in  3  feet  and  from 
here  to  end  it  curves  abruptly  for  2  feet,  until  end  of 
guard  rail  is  8  inches  from  main  rail.  The  upper  figure 
shows  a  section  of  main  and  guard  rail  through  the 
center. 

CCARD   RAIL  FOR    FROGS    AND    SWITCHES —LOUISVILLE   AND 
XA.-HVILLK     KV. 

Plate  CXIV.,  page  317.  shows  three  styles  of  stand- 


$24  MAINTENANCE   OF    WAV   STANDARDS. 

arcl  guard  rails  as  used  on  the  L.  &  X.  system.  The  up- 
per one  is  a  guard  rail  for  split  switch  point,  the  middle 
one  for  stiff  frogs  and  the  lower  one  for  spring  rail  frogs; 
the  first  is  6  feet,  the  second  10  feet  and  the  third  15  feet 
in  length.  They  all  run  parallel  with  main  rail  to  with- 
in 2  feet  from  end  and  then  curve  4  inches  away  from 
gage  line  of  guard  rail. 

GUARD    RAIL    FOR    FROGS — CENTRAL    RY.  OF    GEORGIA. 

Plate  CLIL,  page  472,  shows  the  standard  guard  rail 
for  frogs  on  the  C.  R.  R.  of  Georgia.  The  flange  way  is 
2  inches  for  5  feet  opposite  throat  of  frog,  then  widens 
out  to  2^  inches  in  I  foot,  and  then  curves  away  for  4 
feet  6  inches  until  end  is  6  inches  away  irom  main  rail. 
The  length  of  guard  rail  in  all  is  15  feet.  The  cut  shows 
both  guard  rails  in  their  relative  position  in  track. 

GUARD    RAIL    FOR    FROGS—  UNION  PACIFIC  RY. 

Plate  CXLIV.,  page  464,  shows  the  standard  guard 
rail  in  use  on  the  U.  P.  system.  It  is  10  feet  long  and  has 
a  flange  way  of  2  inches  for  12  inches  both  sides  from 
center.  It  then  is  bent  outward  so  that  in  4  feet  it  de- 
parts 5  inches  from  main  rail.  It  is  protected  by  3  rail 
braces  placed  as  shown.  The  flange  of  guard  rail  is  cut 
so  as  to  clear  base  of  main  rail  J  inch,  to  provide  room 
for  spiking  main  rail. 

MAIL    BAG   CRANE— BALTIMORE    AND   OHIO    RY. 

Plate  XLV.,  page  TOO,  shows  an  elevation  and  details 
of  a  mail  crane  as  used  on  the  B.  &  O.  system.  The  post 
is  ii  feet  high,  6x4  inches  and  the  cross  arm  is  6  feet 
6f  inches  long,  3x5  inches.  The  details  show  method  of 
fastening  and  plate  XLVL  gives  full  instructions  as  to 
its  construction,  as  well  as  a  bill  of  lumber. 

PEN  STOCK  (WATER  COLUMN)— BALTIMORE  AND  OHIO   RY. 

Plates  XLI.II.  and  XLIV.,  pages  98  and  99,  show  de- 
tails of  penstock  as  operated  on  the  B.  &  O.  R.  R.  The 
center  line  of  spout  is  13  feet  above  base  of  rail,  is  made 
of  galvanized  iron  and  curves  90  degrees  at  delivery 
end,  so  that  the  water  flows  out  vertically.  The  stand 
pipe  has  an  inner  diameter  of  8  inches  and  is  j  inches 


DESCRIPTIVE  TEXT.  525 

thick.  It  can  readily  be  swung  into  position  for  taking 
\vater,  and  after  it  has  been  used,  turned  back  parallel  to 
tracks.  The  valve  admitting  the  water  is  placed  below 
the  floor,  as  shown  in  section.  Drainage  is  provided  by 
a  gutter  terminating  in  a  3-inch  pipe.  Plate  XLIV. 
shows  details  of  construction. 

STANDARD  RAIL  SECTIONS. 

K  ALSO  ANGLE  BARS.) 

FOR  EIGHTY   AND  ONE  HUNDRED  POUND   RAIL — NEW  YORK 
"CENTRAL  AND  HUDSON  RIVER  RY. 

The  two  rail  sections  and  elevations  shown  on  plate 
XCL,  page  191,  are  standards  upon  the  N.  Y.  C.  &  H. 
R.  R.  R.  The  left  hand  section  and  elevation  is  an  80- 
pound  and  the  right  hand  section  and  elevation  a  100- 
pound  rail.  The  8o-pound  rail  has  a  base  of  5  inches 
and  a  height  of  5^  inches;  top  of  ball  is  curved  to  a  14- 
inch  radius,  upper  corners  to  a  5-16  inch  radius;  vertical 
faces  of  ball  slope  1-16:1,  and  lower  faces  1 14;  intersect- 
ing center  line  of  rail  i^  inches  below  highest  point  of 
ball ;  vertical  and  lower  faces  of  ball  join  with  a  radius  of 
1-16  inch;  lower  faces  curve  to  web  with  a  radius  of  J 
inch  ;webis  formed  by  arcs  of  a  circle  of  14  inches  radius, 
and  is  17-32  inches  thick  in  narrowest  place;  web  curves 
to  base  with  a  5-16  inch  radius ;  upper  faces  of  base  slope 
i  to  4  and  intersect  center  line  of  rail  £  inches  above 
lower  base  line ;  thickness  of  base  on  outside  £  inch,  both 
corners  rounded  by  a  1-16  inch  radius;  the  drilling  dia- 
gram in  elevation  shows  3  holes  i  inch  in  diameter,  5.6 
inches  from  center  to  center,  first  hole  2.7  inches  from 
end  of  rail;  center  line  of  holes  2]  inches  from  lower 
base  line.  Cross-sectional  area  is  divided  so  that  the 
head  contains  42.2  per  cent.,  the  web  21.1  per  cent,  and 
the  base  36.7  per  cent,  of  the  total  area. 

The  loo-pound  rail  has  a  base  of  5J  inches  and  a 
height  of  6  inches;  top  of  ball  is  curved  to  a  radius  of  14 
inches  and  upper  corners  to  a  radius  of  5-16  inches;  .the 
vertical  faces  of  ball  slope  1-16  to  I  and  join  the  lower 
faces  with  a  curve  of  1-16  inch  radius;  louver  faces  slope 
i  to  4  and  intersect  in  center  line  of  rail  i  £  inches  below 


526  MAINTENANCE  OF  WAV  STANDARDS. 

crown  of  ball;  the  web  is  formed  by  arcs  of  a  14-inch 
radius  circle,  curving  to  ball  with  ./-inch  radius  and  to 
base  with  5-16  inch  radius;  thickness  of  web  at  thinnest 
point  19-32  inch;  upper  faces  of  web  incline  I  to  4  and 
intersect  in  center  line  of  rail  31-32  inches  from  lower 
base  line.  They  taper  to  9-32-  inches  at  extreme.end  and 
both  corners  are  rounded  by  a  circle  of  1-16  inch  radi- 
us. The  3  bolt  holes  are  shown  in  drilling  diagram  to 
be  I  inch  in  diameter  and  5.6  inches  from  center  to  cen- 
ter; first  hole  2.7  inches  from  end  of  rail,  center  line  of 
holes  2f  from  lower  base  line.  Of  the  total  cross-sec- 
tional area  to  ball  contains  40.8  per  cent.,  the  web  23.5  - 
per  cent.,  and  the  base  35.7  per  cent. 

FOR    SEVENTY-TWO    AND    NINETY-FIVE    POUND    RAIL — BOSTON 
AND   ALBANY   RY. 

Plate  III.,  page  19,  shows  two  sections  of  rails  as 
used  on  the  B.  &  A.  R.  R.  The  left  hand  section  is  a 
95-pound  rail,  5^  inches  base  and  5  1-32  inches  high; 
the  upper  face  of  ball  is  formed  by  an  arc  of  1 4-inch  ra- 
dius circle,  curving  do'wn  with  a  5-16  inch  radius;  the 
vertical  faces  of  ball  incline  1-16  to  i,  curving  to  the 
lower  faces  of  ball  \vith»a  radius  of  -J  inch;  the  lower 
faces  slope  I  to  4  and  intersect  center  line  of  rail  I  9-16 
inches  below  crown  of  ball;  the  web  is  formed  by  arcs 
of  a  circle  with  a  radius  of  14  incl.es,  joining  the  ball  by 
a  ^-inch  radius  and  upper  faces  of  base  by  a  5-16  inch 
radius.  The  web  is  g  inch  thick  in  narrowest  place ;  up- 
per faces  of  base  slope  I  in  4  and  intersect  center  line  of 
rail  i  inch  above. lower  base  line;  the  base  is  5-16  inch 
thick  at  edge,  both  corners  rounded  with  1-16  inch  radii. 

The  right  hand  section  is  a  72-pound  rail,  4^  inches 
base  and  4^  inches  high ;  upper  face  of  ball  is  curved  to 
an  n-inch  radius  and  the  corners  to  an  11-32  inch  radi- 
us; vertical  sides  of  ball  join  the  web  with  J-inch  radius. 
The  web  is  formed  by  arcs  of  circles  having  lo-inch 
radii  and  curve  to  ball  with  ^  inch  and  to  the  base  with 
f-inch  radii ;  least  thickness  of  web  is  ^  inch ;  upper  faces 
of  base  incline  so  as  to  intersect  center  line  of  rail  13-16 
inch  from  lower  base  and  taper  down  to  £  inch,  rounded 
by  a  J-inch  radius. 


DESCRIPTIVE  TEXT.  527 

STANDARD  ROAD  AND  STREET  CROSSINGS. 

STANDARD    ROAD    AND    STREET    CROSSINGS—BALTIMORE   AND 
Oil  10  RY. 

A  public  road  crossing  for  a  double  track  is  shown  on 
plate  XXX 1 1 1.,  page  88,  which  is  the  standard  on  the 
B.  &  O.  R.  R.  It  consists  of  8  planks  4x10  inches  by  16 
feet,  one  laid  next  each  side  of  rail,  the  plank  lying  in 
flange  way  having  upper  corner  cut  away  2  inches  by  2 
inches:  a  piece,  4x10  inches,  is  framed  to  the  planks, 
making  rectangular  fields  between  the  tracks  and  rails, 
which  are  filled  level  to  top  of  planks  with  ballast  (either 
broken  stone  or  gravel). 

STANDARD     STREET     CROSSINGS— NEW    YORK    CENTRAL    AND 
HUDSON   RIVER   RY. 

Plate  LXXXIX.,  pages  182  and  183,  shows  a  double 
track  crossing  in  a  stone-paved  street  on  the  N.  Y.  C.  & 
H.  R.  R.  R.  The  upper  figures  are  a  longitudinal  eleva- 
tion and  plan  of  track,  showing  the  rail  raised  above 
the  ties  resting  on  specially  constructed  chairs  (Duggan 
chairs);  the  intermediate  ties  are  25  inches  from  center 
to  center  and  2  Duggan  chairs  are  placed  on  each  tie 
ot  the  style  shown  in  lower  left  hand  corner.  Joint  ties 
are  15  inches  from  center  to  center  and  the  chairs  used 
on  these  ties  are  like  detail  shown  in  upper  left  hand 
corner.  The  general  arrangement  of  street  and  tracks 
is  shown  in  the  section,  leaving  a  stone-paved  drive  way 
between  tracks  and  curb.  The  stone  blocks  between 
the  rails  rest  on  a  layer  of  fine  sand,  while  outside  the  ties 
the  paving  rests  on  concrete.  The  ties  lie  in  a  bed  of 
gravel  ballast.  The  enlarged  plan  and  section  show 
further  details.  An  angle  rail  is  bolted  to  track  rail 
for  full  length  of  crossing  on  the  running  side,  giving 
a  clear  flange  of  i  9-32  inches  for  the  cars  and  prevent- 
ing the  wheel  of  vehicles  from  getting  wedged  in  be- 
tween rail  and  paving.  The  chairs  raise  the  rails  4  inch- 
es above  ties  and  are  lo^.  inches  wide  at  the  base. 

The  crossing  shown  on  plate  XCIIL,  page  198,  is 
the  Union  street  crossing  at  Schenectady,  N.  Y.,  on  the 
line  of  the  N.  Y.  C.  &  H.  R.  R.  R.  The  street  crosses 


§28  MAINTENANCE  OF  WAY  STANDARDS. 

eight  tracks,  which  are  paved  between  the  ties  by  the 
so-called  Belgian  block  pavement. 

Another  type  of  street  crossings  is  shown  on  plate 
XCIV.,  page  199,  which  represents  West  street  cross- 
ing the  N.  Y.  C.  &  H.  R.  R.  R.  tracks  at  Syracuse,  N.  Y. 
The  plan  in  the  upper  right  hand  corner  shows  the  ar- 
rangement. A  12-inch  plank  is  placed  next  to  each  side 
of  rail  and  the  intervening  space  is  filled  with  brick 
placed  edgewise.  The  section  shows  that  two  3-inch 
planks  are  placed  on  top  of  each  other,  the  lower  one 
butting  up  against  rail  and  upper  one  spiked  to  lower 
one,  thus  making  lateral  displacement  impossible.  The 
brick  rest  on  fine  gravel,  reaching  about  2  inches  above 
top  of  ties  and  bringing  the  upper  face  of  brick  level 
with  top  of  upper  plank  and  rail. 

STANDARD  ROAD  CROSSINGS— LOUISVILLE  AND  NASHVILLE  RY. 

Plate  CXVL,  page  325,  shows  a  single  track  road 
crossing  on  the  L.  &  N.  R.  R.  The  details  of  the  con- 
struction are  given  in  the  enlarged  plan  and  sections. 
A  special  feature  is  the  double  rail,  which  assures  a 
permanent  flange  way  for  car  wheels  and  makes  the 
crossing  more  substantial.  The  ends  of  these  auxiliary 
rails  are  turned  out  like  guard  rails.  The  planks  are 
4x8  inches,  with  i^  inches  spaces  between,  which  are 
filled  in  with  ballast,  level  with  top  of  planks.  A  trans- 
verse plank,  2x8  inches,  is  morticed  into  the  planks, 
binding  them  together.  The  whole  is  securely  spiked 
to  the  ties  by  8-inch  boat  spikes.  Box  drains,  10x10 
inches,  are  placed  in  both  ditches  to  carry  the  water 
under  crossing. 

Plate  CXVIL,  page  330,  shows  a  standard  street 
crossing  over  the  L.  &  N.  in  Louisville,  Ky.  The  rails 
are  raised  above  the  ties  by  12x12  inch  stringers  and  rest 
directly  on  wrought  iron  plates,  £ x8  inches.  The  paving 
consists  of  brick,  set  edgeways.  The  details  are  plainly 
shown  in  cut. 

STANDARD   ROAD  CROSSING — UNION    PACIFIC    RY. 

Plate  CXLIIL,  page  463,  shows  four  styles  of  road 
crossings  as  used  on  the  U.  P.  R.  R.  Patte'rn  i  is  used 


DESCRIPTIVE  TEXT.  529 

on  standard  gage  tracks,  with  broken  stone  ballast.  No. 
2.  is  used  on  standard  gage,  where  ballast  is  either  gravel 
or  earth.  The  space  between  rails  is  covered  by  2  planks 
3.1  by  12  inches  by  16  feet,  placed  next  to  rails,  and  the 
space  between  these  is  filled  by  two  planks  14  inches 
wide.  One  plank  12  inches  wide  is  placed  on  outside 
of  either  rail. 

Xo.  3  is  a  narrow  gage  crossing,  having  3  planks  10 
inches  wide  between  rails  and  one  1 2-inch  plank  on  out- 
ride of  each  rail. 

Xo.  4  is  a  three-rail  crossing,  used  on  tracks  arranged 
both  for  standard  and  narrow  gage.  The  crossing  over 
the  narrow  gage  part  is  the  same  as  in  No.  3,  and  the 
space  between  middle  rail  and  outer  rail  of  standard 
gage  is  filled  by  a  plank  15  inches  wide.  The  ends  of 
planks  are  beveled,  also  edge  of  planks  adjoining  gage 
lines.  This  is  shown  in  the  different  cross  sections. 

STANDARD    ROAD   CROSSING— CENTRAL    RV.   OF  GEORGIA. 

Plate  CLV.,  page  475,  shows  the  standard  road  cross- 
ing, of  the  Central  Railroad  of  Georgia.  It  consists  of 
2  planks  4^x10  inches,  placed  2f  inches  from  rail  at 
gage  side  and  two  planks  4x12  inches,  placed  outside 
each  rail.  The  spaces  between  the  inside  planks  are 
filled  with  ballast  level  with  the  planks.  The  planks 
are  adzed  down  at  the  ends.  This  form  makes  a  simple 
and  efficient  crossing. 

STANDARD  ROAD  BEDS. 

There  is  no  one  consideration  upon  which  the  stabil- 
ity of  a  track  depends  more  than  upon  the  judicial  selec- 
tion of  the  form  of  the  roadbed,  and  in  order  to  provide 
as  much  information  as  possible  in  regard  to  this  sub- 
ject a  considerable  variety  of  standard  sections  have 
been  collected  and  are  described  below,  reference  being 
had  to  the  accompanying:  illustrations. 

DOUBLE  TRACK   ROADBEDS — BALTIMORE  AND  OHIO   R.   R. 

The  upper  figure  on  plate  IV.,  pages  28  and  29,  rep- 
resents the  cross-section  of  rock  ballasted  double  track, 
being  standard  on  the  B.  &  O.  R.  R..  taken  on  a  straight 


530  MAINTENANCE  OF   WAV    STANDARDS. 

line,  while  the  lower  figure  is  a  section  through  the  same 
roadbed,  taken  on  a  curve.  The  slope  of  embankment 
is  uniformly  I  to  ij,  but  the  slope  in  cuts  is  j  to  I  in 
rock,  i  to  i  in  common  soil  and  I J  to  I  in  sand  and  loose 
material.  The  subgrade  is  level  and  12  inches  below 
base  of  ties,  but  slopes  from  outside  end  of  ties  slightly 
to  the  ditch  line  in  cuttings  and  to  berm  line  in  embank- 
ments, the  ditchline  being  7  feet  and  bermline  6  feet 
from  nearest  rail;  broken  stone  is  filled  in  flush  with 
top  of  ties,  giving  a  total  depth  of  ballast  of  19  inches 
(12  inches  below  base  of  7x8  inches  by  8  feet  6  inches 
ties) ;  the  ballast  slopes  from  end  of  ties  to  subgrade  i  in 
i,  base  of  rail  is  2  feet  4  inches  above  berm  line,  and  2 
feet  6  inches  above  ditch  line ;  the  total  width  of  roadbed 
is  31  feet  i  J  inches  from  ditch  line  to  ditch  line  and  29 
feet  i  3  inches  from  berm  to  berm,  the  two  tracks  being 
12  feet  from  center  to  center. 

The  section  of  the  curved  roadbed  agrees  with  the 
one  just  described  for  the  straight  tracks,  except  the 
modification  made  necessary  by  the  elevation  of  the 
outer  rail,  changing  the  form  of  the  ballast  and  slight- 
ly  increasing  amount  of  rock,  since  a  depth  of  12  inches 
is  maintained  under  the  low  rail.  Such  increase  varies 
naturally  with  the  amount  of  elevation  given. 

The  sections  shown  on  plate  VI.,  pages  40  and  41, 
are  also  standards  of  the  B.  &  O.  R.  R.,  being  sections 
through  main  track  and  siding.  The  upper  one  repre- 
sents the.  main  track  ballasted  with  rock,  the  sidings 
with  engine  cinders,  while  the  lower  one  shows  main 
track  ballasted  with  gravel  and  side  track  with  cin- 
ders. The  general  dimensions  and  slopes  are  identical 
with  those  described  above  and  the  only  difference  is  in 
the  gravel  bed,  which  is  filled  in  level  to  top  of  ties  be- 
tween rails,  but  curves  gently  from  inner  edge  of  base 
of  rail  to  subgrade,  just  touching  tie  end  at  bottom  and 
reaches  subgrade  2  feet  6  inches  from  end  of  tie. 

Plate  V.,  pages  34  and  35,  shows,  sections  through 
gravel  ballasted,  double  track  road,  straight  line  as  well 
as  on  curve.  The  arrangement  of  subgrade,  cuts  and 
fills  are  the  same  as  described  on  plate  IV.,  and  the  dif- 


INSCRIPTIVE  TEXT.  §3! 

ference  is  in  the  arrangement  of  the  gravel,  which  is 
shown  plainly  by  the  shaded  portions  in  the  figures. 
On  the  straight  line  section  the  ballast  is  curved  uni- 
formly from  center  of  track,  where  it  reaches  up  level 
to  top  of  ties  to  the  subgrade,  which  it  strikes  2  feet  6 
inches  beyond  end  of  tie,  just  touching  base  of  tie  end; 
depth  of  ballast  12  inches  below  tie. 

The  curved  section  on  lower  half  of  plate  shows  ar- 
rangement of  ballast  as  made  necessary  by  the  eleva- 
tion of  the  outer  rail.  The  gravel  is  12  inches  deep 
under  lowest  rail  and  consequently  the  depth  of  ballast 
increases  under  outer  rail  according  to  the  degree  of 
curve.  All  other  dimensions  remain  unchanged. 

DOUBLE  TRACK  ROADI5ED — BOSTON  AND  ALBANY    RY. 

Plate  I.,  page  n,  represents  a  standard  road  view 
of  the  B.  &  A.  R.  R.  double  track,  the  left  side  show- 
ing embankment  and  the  right  side  cutting  and  arrange- 
ment of  ditch.  Rank  and  cut  slope  i^  to  i.  The  ditch 
is  12  inches  wide,  level  at  the  base  and  24  inches  below 
the  level  of  rail  tops.  All  slopes  under  the  rails  are  I  in 
12  and  tracks  are  spaced  12  feet  from  center  to  center. 
The  depression  midway  between  the  two  tracks  is  9 
inches  below  level  of  rail  tops.  The  berm  is  5  feet  from 
nearest  rail. 

STANDARD  KOAD1JED    SECTION'S   FOR   SINGLE,  DOUBLE.  THREE 
AND  FOUR  TRACKS -PENNSYLVANIA  R.  R. 

The  sections  on  plate  LXL,  page  132  and  133,  are 
very  complete,  giving  full  information  for  single,  dou- 
ble, three  and  four  track  beds,  and  are  standard  on  the 
P.  R.  R.  It  will  be  observed  that  the  cutting  and  filling 
is  the  same  in  the  four  different  road  beds.  The  sub- 
grade  slopes  i  to  48  from  center  line  of  bed  to  end  of 
ballast,  thence  i  to  6  from  end  of  ballast  to  berm  line, 
thence  i  J  to  I  from  berm  line  to  ditch  in  cutting  or  con- 
tinues with  the  same  slope  to  base  of  embankment.  The 
ballast,  whether  of  stone  or  gravel,  is  8  inches  deep  be- 
low base  of  ties  in  center  of  roadbed.  The  gage  is  4 
feet  9  inches  and  the  tracks  are  12  feet  2.  inches  from 
center  to  center.  The  stone  ballast  is  handled  as  shown 


53$  MAINTENANCE  OF   WAY  STANDARDS. 

by  diagrams ;  namely,  tracks  are  filled  in  level  to  top  of 
ties,  but  both  ends  are  curved  from  extreme  ends  of  ties 
down  to  subgrade,  3  feet  8^  inches  from  outside  rail; 
spaces  between  tracks  are  also  filled  level  to  top  of  ties. 
In  the  case  of  gravel  ballast  it  is  different  and  is  shown 
by  the  dotted  lines  in  diagrams,  leaving  the  ends  of  all 
ties  in  full  view;  width  of  ballast  on  subgrade  for  single 
track  12  feet  2  inches,  for  double  track  24  feet  4  inches, 
for  three  tracks  36  feet  6  inches,  and  for  4  tracks  48  feet 
8  inches;  width  of  bed,  from  berm  to  berm,  for  single 
track,  19  feet  2  inches,  for  double  track  31  feet  4  inches, 
for  three  tracks  43  feet  6  inches,  and  for  four  tracks  55 
feet  8  inches.  The  ditch  is  24  inches  wide  at  base  level, 
and  8  inches  below  berm  line.  Ballast  required  per 
mile  is  as  follows:  The  single  track  requires  1,900,  the 
double  track  4,075,  the  three  track  6,950,  and  the  four 
track  bed  10,185  cubic  yards  of  gravel;  the  single  track 
requires  2,315,  the  double  track  5,300,  the  three  track 
8,500  and  the  four  track  bed  12,260  cubic  yards  of 
broken  stone  per  mile. 

On  curves  the  corresponding  rails  in  the  different 
tracks  must  be  on  the  same  level. 

A  modification  of  roadbed  section  is  shown  in  the 
single  track  diagram  to  be  used  on  lines  of  light  traf- 
fic, in  which  case  the  line  of  excavation  starts  directly 
on  berm  line  under  a  slope  of  ij  to  i.  This  decreases 
the  cost  of  road  considerable. 

Plate  LXIL,  page  138,  details  another  standard  road- 
bed section  of  the  Pennsylvania  Railroad.  The  roadbed 
is  for  double  track,  gravel  ballasted,  and  conforms 
chiefly  to  the  specification  described  above,  being  prin- 
cipally used  on  lines  of  light  traffic.  The  width  of  bed 
from  berm  to  berm  is  31  feet  4  inches,  whence  fill  or  cut 
slope  i  to  ij.  Outside  end  of  tie  is  5  feet  4  inches  from 
berm  (or  ditch)  line  and  base  of  tie  is  20  inches  higher 
than  ditch;  the  subgrade  is  level  for  12  feet  2  inches 
(from  center  of  track  to  center  of  track),  and  slopes  8 
inches  down  to  berm  line.  There  is  12  inches  of  gravel 
below  ties,  ends  of  ties  are  exposed  and  gravel  slopes 
to  subgrade  at  the  rate  of  2\  to  I ;  ditch  line  runs  7  feet 


DESCRIPTIVE  TEXT.  533 

from  outside  rail.    Ties  are  8  feet  6  inches  long  and 
placed  14  to  30  feet  of  track. 

STANDARD  ROADBED  SECTIONS  FOR  SINGLE,  DOUBLE  AND 
FOUR  TRACKS— NEW  YORK  CENTRAL  AND  HUDSON  RIVER 
RAILWAY. 

Plate  XC,  page  187,  represents  the  single  track,  grav- 
el ballasted  roadbed  section  as  used  on  the  N.  Y.  C.  & 
H.  R.  R.  R.  The  subgrade  is  15  feet  wide  from  berm 
to  berm  and  has  a  3-inch  raise  in  center,  equal  to  a  slope 
of  I  to  30.  If  the  roadbed  is  on  a  fill  the  bank  slopes 
from  berm  uniformly  at  the  rate  of  i^  to  I.  In  cuttings 
the  ditch  is  formed  6  inches  below  berm  line,  having 
a  horizontal  base  12  inches  wide  and  side  faces  sloping 
i£  to  i.  The  different  lines  shown  in  diagram  repre- 
sent different  angles  of  cuttings  and  vary  according 
to  the  materials.  Thus,  in  solid  rock  the  slope  is  from 
£  to  J  in  i ;  in  loose  rock  from  £  to  £  in  I ;  in  gravel  and 
earth  from  i  to  i£  in  i,  and  in  clay  and  slippery  material 
from  i  £  to  3  in  i ;  width  of  ditch  level  with  berm  is  30 
inches.  The  ties  are  8  feet  long  and  the  gravel  is  filled 
in  to  top  of  ties,  the  ends  of  which  are  embedded  in  bal- 
last. The  gravel  slopes  with  a  curve  from  end  of  ties  to 
subgrade,  which  is  reached  12  inches  from  berm.  Top 
of  ties  is  1 8  inches  higher  than  berm,  leaving  9  inches 
pf  gravel  between  bottom  of  tie  and  subgrade  at  the 
center. 

Plate  LXXXVIIL,  pages  175  and  176,  shows  two 
types  of  roadbeds,  constructed  for  heavy  and  fast  traf- 
fic. The  top  cut  shows  a  section  of  double  track  road- 
bed ballasted  with  gravel;  the  two  tracks  are  12  feet 
from  center  to  center,  giving  a  clearance  of  4  feet  be- 
tween ties;  subgrade  from  berm  line  to  berm  line  is  27 
feet,  sloping  from  center  at  the  rate  of  i  in  27 ;  top  of 
ties  is  1 8  inches  above  berm  line  and  angle  of  ditch  in 
cuts  is  formed  by  faces  sloping  i^  to  i ;  bottom  of  ditcli 
is  6  inches  below  berm  line  and  12  inches  wide;  slope  in 
embankments  is  uniformly  i4  to  i,  but  varies  in  cuts 
from  ±:i  to  3:2,  according  to  the  quality  of  material. 
The  slope  starts  on  subgrade  30  inches  beyond  berm 
line;  the  gravel  ballast  is  brought  up  from  subgrade 


534  MAINTENANCE   OF   WAV    STANDARDS. 

level  to  top  of  ties,  making  depth  of  ballast  12  inches  in 
center  of  roadbed.'  Ballast  is  rounded  off  from  end  of 
ties,  leaving  a  clear  strip  of  12  inches  of  berm  adjoining 
ditch. 

The  lower  view  shows  a  section  of  the  four  track  line 
of  the  N.  Y.  C.  &  H.  R.  R.  R.  through  the  city  of  New 
York.  The  level  of  the  road  is  depressed  and  enclosed 
between  two  retaining  walls  53  feet  apart.  Width  of 
roadbed  proper  is  50  feet,  the  two  inside  tracks  being 
12  feet  from  center  to  center  and  outside  tracks  13  feet. 
The  subgrade  is  level,  on  top  of  which  a  6-inch  course  of 
rough  quarry  spawls,  4  to  6  inches  in  diameter,  is  placed. 
On  top  of  this  comes  crushed  rock  2  inches  in  diameter, 
filling  up  to  top  of  ties,  a  thickness  of  12  inches  and 
rounded  off  at  the  edge  of  ditch.  The  ditch  is  formed  by 
two  faces,  inclining  under  an  angle  of  45  degrees.  Its 
bottom  is  level,  6  inches  wide  and  6  inches  below  grade 
line,  giving  a  clear  width  of  18  inches  to  ditch  between 
retaining  wall  and  ballast.  The  extreme  ends  of  ties  in 
outside  tracks  reach  to  within  2  feet  of  edge  of  ditch  and 
the  broken  stone  slopes  from  end  of  ties  in  a  curve  to  the 
edge  of  layer  of  coarse  rock,  giving  an  easy  slope  of  1 12. 
The  ballast  required  for  100  lineal  feet  of  this  quadruple 
track  is  158.4  cubic  yards  of  2-inch  crushed  rock  and 
Q2.6  cubic  yards  of  rough  quarry  spawls,  or  a  total  of 
251  cubic  yards. 

STANDARD    ROADBED     SECTIONS     FOR    SINGLE    AND     DOllU.E 
TRACK — NEW  YORK,  LAKE  ERIE  AND  WESTERN  RV. 

Plate  XC\ '*..,  page  207,  shows  the  standard  single 
track  roadbed  sections,  the  upper  cut  being  the  rock 
ballasted  and  the  lower  cut  the  gravel  ballasted  sec- 
tion ;  width  of  roadbed  is  18  feet  8^  inches,  both  for  cuts 
or  fills,  and  is  8  inches  higher  in  center  than  at  ditch 
line.  Ballast  has  a  clear  depth  of  12  inches  below  ties  in 
center.  The  stone  ballast  is  filled  in  level  to  top  of  ties, 
clear  to  end  of  ties,  while  the  gravel  ballast  leaves  the 
ends  of  ties  just  clear.  The  slope  of  cuts  and  embank- 
ments is  uniformly  i-J-  to  I ;  length  of  ties  &$  feet. 

Plate  XCVL,  page  209,  gives  standard  dimensions 
for  double  track,  the  upper  figure  for  gravel  and  the 


DESCRIPTIVE   TEXT.  53$ 

lower  for  stone  ballast.  The  width  of  bed  in  both  cases 
is  31  feet  8J  inches,  bringing  the  tracks  13  feet  from 
center  to  center.  The  gravel  ballast  is  handled  similar 
as  explained  above  and  forms  a  curved  ditch  between 
the  tracks,  while  the  stone  ballast  is  carried  across  level 
with  top  of  ties.  Slopes  of  ditches  and  embankments 
are  uniformly  i^  to  i.  Depth  of  ballast  under  center  of 
ties  is  12  inches  and  bottom  of  ties  is  20  inches  above 
bottom  of  ditch. 

Plate  XCVII.,.page  211,  shows  arrangement  of  road- 
beds of  main  and  side  tracks.  The  upper,  figure  repre- 
sents the  main  track  ballasted  with  stone  and  side  track 
with  engine  cinders  and  the  lower  cut  the  main  track 
ballasted  with  gravel  and  side  track  with  cinders.  The 
same  general  dimensions  are  followed  as  explained 
above.  It  is  seen  the  engine  cinder  ballast  is  handled 
like  the  stone  ballast. 

STANDARD     ROADBED    SECTIONS    FOR    SINGLE    AND    DOUBLE 
TRACK— PHILADELPHIA  AND  READING  RV. 

Plate  LVI.,  page  113,  shows  two  varieties  of  single 
track  section.  The  upper  cut  is  an  embankment,  track 
ballasted  with  gravel  or  cinders  and  the  lower  figure 
shows  a  cut  for  the  same  kind  of  ballast.  The  dimen- 
sions and  arrangement  is  very  plainly  shown  in  illus- 
tration, requiring  no  further  comment. 

Plate  LYII.,  page  114,  shows  similar  views  for  single 
track  roadbed  sections,  ballasted  with  broken  stone  or 
slag.  It  will  be  observed  that  the  section  of  cut  differs 
according  to  whether  the  cut  is  dry  or  wet.  If  dry  the 
ditch  is  formed  as  shown  in  left  hand  corner;  if  wet,  as 
shown  in  right  hand  corner. 

Plate  LVIII.,  page  117,  shows  the  standard  double 
track  section;  three  varieties  shown,  the  upper  figure 
shows  a  double  track  fill  ballasted  with  gravel  or  cin- 
ders: the  berm  is  31  feet  6  inches  wide  and  fill  slopes  i^ 
to  i :  the  ballast  is  12  inches  deep  under  ties  and  is  filled 
up  level  to  top  of  ties  in  center,  curving  down  to  base 
of  tie  at  tie  ends.  The  tracks  are  13  feet  from  center  to 
center  and  ballast  forms  a  curved  ditch  between  the 
two  tracks,  being  3^  inches  deep  in  lowest  place. 


536  MAINTENANCE  OF   WAY   STANDARDS. 

The  middle  figure  illustrates  the  double  track  road- 
bed section,  ballasted  as  above,  but  located  in  a  cut. 
Observe  again  the  difference  in  ditch  formation  for  wet 
and  dry  cuts. 

The  lower  cut  shows  the  double  track  roadbed  sec- 
tion on  a  curve  in  a  cut.  The  same  general  dimensions 
are  maintained  as  in  the  middle  figure,  and  the  only  dif- 
ference is  in  the  elevation  of  the  outer  rail. 

Plate  LIX.,  page  120,  shows  the  stone  or  slag  ballast- 
ed double  track  roadbed  sections,  the  upper  figure  illus- 
trating the  fill,  the  second  figure  straight  line  through 
cut  and  the  third  figure  curved  line  through  cut.  The 
ilustrations  are  so  plain  as  to  require  no  further  informa- 
tion. 

STANDARD  KOADBED  SECTIONS  FOR  DOUBLE  AN!)  FOUR 
TRACK  ROAD— NEW  YORK,  NEW  HAVEN  AND  HART,  ()  D 
RAILWAY. 

Plate  CLXVIL,  page  493,  describes  the  standard 
roadbed  sections  of  the  N.  Y.,  N.  H.  &  H.  R.  R.  The 
upper  cut  shows  the  double  track,  gravel  ballasted  and 
the  lower  cut  a  half  section  of  the  four-track  bed,  stone 
ballasted.  The  double  track  section  is  30  feet  wide, 
with  12  feet  between  track  centers,  while  the  four-track 
bed  is  54  feet  wide,  also  12  feet  between  track  centers. 
The  gravel  ballast  curves  from  center  of  track  to  middle 
of  tie  ends,  while  the  stone  ballast  is  carried  clear 
through  level  to  top  of  ties. 

STANDARD  ROADBED   SECTION   FOR  DOUBLE  TRACK — MICHI- 
GAN CENTRAL    RY. 

Plate  CL,  page  221,  shows  the  standard  double 
track  roadbed  section  of  the  M.  C.  R.  R.  The  subgrade 
is  arched  6  inches  in  center.  The  left  hand  corner  shows 
arrangement  of  bed  for  fill  and  the  right  hand  corner 
for  cut,  indicating  the  formation  of  the  ditch.  The  cut 
is  very  plain  and  gives  all  necessary  information. 

STANDARD   ROADBED   SECTIONS   FOR    DOUBLE    TRACK— LAKE 
SHORE  AND  MICHIGAN  SOUTHERN  RY. 

Plate  CLXIIL,  page  483,  shows  the  double  track 
roadbed  of  the  L.  S.  &  M.  S.  R.  R.  The  upper  cut  is  a 


DESCRIPTIVE  TEXT.  537 

section  of  an  excavation  and  lower  cut  is  a  section  for 
embankment.  Tracks  are  centered  13  feet,  with  12 
inches  of  gravel  below  ties.  All  slopes  are  i£  to  i.  The 
ballast  required  per  lineal  foot  of  roadbed  in  cut  is  1.31 
cubic  yards  for  double  track  and  .71  cubic  yards  for 
single  track ;  on  embankments  ballast  required  for  dou- 
ble track  .79  cubic  yards  and  for  single  track  .41  cubic 
yards  per  lineal  foot. 

STANDARD    ROADBED     SECTIONS     FOR    SINGLE    AND   DOUBLE 
TRACK— LOUISVILLE  AND  NASHVILLE   RY. 

Plate  CXI.,  page  306,  shows  standard  roadbed  sec- 
tions on  the  L.  &  N.  R.  R.,  both  cut  and  embankment 
and  for  stone  ballast,  as  well  as  for  gravel.  The  figures 
are  very  plain  and  require  no  further  explanation. 

STANDARD   ROADBED  SECTIONS   FOR  SINGLE  TRACK — SOUTH- 
ERN RAILWAY. 

Plate  CLVII.,  page  477,  shows  cut  and  embankment 
for  single,  stone  ballasted  track;  gage  of  track  4  feet 
9  inches;  ballast  slopes  from  tie  seat  2  to  i  to  the  sub- 
grade. 

Plate  CL1X.,  page  479,  shows  the  section  for  round 
gravel  ballast.  The  dimensions  are  the  same  as  in  plate 
CLVII. 

Plate  CLX.,  page  480,  shows  the  same  sections  for 
angular  gravel  ballast. 

Plate  CLXL,  page  481,  shows  same  sections  ballast- 
ed with  earth.  All  of  the  sections  are  plainly  shown  in 
the  illustrations. 

STANDARD     ROADBED     SECTIONS    FOR    SINGLE  TRACK — CEN- 
TRAL  RAILWAY  OF   GEORGIA. 

Plate  CXLVIIL,  page  468.  The  upper  figure  shows 
the  fill  of  a  single  track  section  unballasted,  the  lower 
figure  shows  fill  for  single  track  ballasted  with  cinders 
or  gravel. 

Plate  CXLIX.,  page  469,  shows  cuts  for  unballasted 
single  track  and  for  cinders  or  gravel  ballast. 

Plate  CL.,  page  470,  upper  figure  shows  earth  cut  for 
single  track  ballasted  with  broken  stone.  The  lower 


538  MAINTENANCE  OF   WAV   STANDARDS. 

figure  shows  a  single  track  roadbed  in  a  rock  cut,  bal- 
lasted with  broken  stone. 

Plate  CL1.,  page  471,  shows  a  modification  of  the 
stone  ballasted  single  track  section.  The  lower  figure 
is  a  diagram  from  which  the  section  foremen  are  to  de- 
termine the  elevation  of  curves.  A  string  58  feet  long  is 
taken  and  tightly  stretched  on  gage  line  of  a  curve ;  then 
the  distance  between  center  of  line  and  gage  line  of 
rail  is  the  required  elevation. 

STANDARD     ROADBED     SECTIONS     FOR    SINGLE   TRACK  -  CIN- 
CINNATI, NEW  ORLEANS   AND   TEXAS   RY. 

Plate  CVI1.,  page  286,  shows  three  different  styles  of 
single  track  roadbed  sections  in  rock  cuts,  namely  for 
stone,  slag  and  gravel  or  earth  ballast.  All  the  principal 
dimensions  show  plainly  in  cut. 

Plate  CVIIL,  page  289,  shows  three  varieties  of  road- 
beds for  earth  fills  or  cuts.  The  upper  figure  shows 
stone  ballast,  the  middle  figure  slag  ballast  and  the 
lower  figure  gravel  or  earth  ballast.  All  slopes  are  i£ 
to  i. 

STANDARD    ROADBED    SECTIONS     FOR     SINGLE   AND    DOUBLE 
TRACK— CHICAGO,  BURLINGTON  AND  QUINCY  RY. 

Plate  CXXXIL,  page  446,  shows  standard  roadbed 
sections  for  single  and  double  track  on  embankments. 
The  ballast  is  either  gravel  or  stone.  All  slopes  are  ii 
to  i. 

Plate  CXXXIIL,  page  449,  shows  standard  sections 
of  cuts  for  single  and  double  track,  ballasted  with  gravel 
or  stone.  The  slopes  are  again  i-J  to  I  and  a  tile  6  inches 
in  diameter  is  laid  2  feet  below  lowest  point  of  ditch. 
The  dimensions  are  plainly  indicated  in  the  drawings. 

STANDARD    ROADBED   SECTIONS    FOR    SINGLE  TRA    K— ATCH1- 
SON,  TOPEKA  &  SANTA  FE  RY. 

Plates  CXXIL,  CXXI.  and  CXXIIL,  on  pages  403, 
402  and  404,  show  five  variations  of  roadbed  sections 
as  used  on  the  Santa  Fe  road.  The  upper  section  on 
plate  CXXIL  shows  a  ballasted  fill.  The  subgrade  is 
level  8  feet  (directly  under  tie),  and  slopes  i  in  7  feet  6 
inches  to  berm,  whence  the  regular  embankment  slope 


DESCRIPTIVE  TEXT.  539 

i£  to  I  commences.  Ballast  is  carried  in  level  with  top 
of  ties  and  slopes  2  in  i  to  subgrade,  commencing  6 
inches  outside  of  ties.  Total  width  of  embankment 
from  berm  to  berm  is  23  feet.  The  section  of  the  unbal- 
lasted earth  cut,  shown  in  lower  half  of  plate  CXXII., 
has  a  width  of  26  feet  from  ditch  to  ditch.  The  ties  lie 
directly  on  subgrade,  which  is  level  for  8  feet  and  slopes 
from  ends  of  ties  to  ditch  line  at  the  rate  of  i  to  9,  bring- 
ing" bottom  of  ditch  12  inches  lower  than  bottom  of  tie. 
Slope  o£  cutting  is  i  in  i.  The  slope  of  subgrade  is  con- 
tinued between  ties  meeting  in  center  of  track  at  top 
of  tie. 

The  upper  section  shown  on  plate  CXXI.  represents 
an  unballasted  fill,  which  is  in  all  respects  the  same  as 
the  ballasted  fill  described  above,  with  the  exception  of 
the  ballast.  The  ties  rest  directly  upon  the  subgrade, 
which  is  level  for  8  feet  and  slopes  i  in  7  feet  6  inches  to 
berm. 

The  lower  section  describes  a  ballasted  rock  cut.  The 
subgrade  is  level  just  under  tie  and  slopes  to  line  of 
ditch,  which  is  2  feet  4  inches  below  top  of  tie.  Depth 
of  ballast  under  tie  is  14  inches  and  tie  is  6  inches  thick. 
Ballast  is  put  in  level  to  top  of  ties  and  commences  to 
slope  to  subgrade  6  inches  beyond  end  of  ties  at  the 
rate  of  i  in  2,  striking  subgrade  2  feet  3  inches  from  line 
of  ditch.  The  face  lines  of  the  rock  cut  recede  from 
track  under  an  angle  of  £  inch  in  i. 

Plate  CXXI  1 1.,  page  404,  is  the  section  of  a  ballasted 
earth  cut  and  agrees  with  lower  section  described  on 
plate  CXXII.,  except  that  in  this  case  the  ties  rest  on  14 
inches  of  ballast.  The  subgrade  slopes  i  in  9  to  ditch 
and  cut  slopes  i  in  i,  bringing  top  of  rail  2  feet  4  inches 
higher  than  lowest  point  in  ditch.  The  arrangement  of 
ballast  is  the  same  as  described  in  the  ballasted  rock  cut. 
The  two  ditch  lines  are  26  feet  apart. 

STANDARD    ROADBED     SECTIONS     FOR    SINGLE   AND    DOUBLE 
TRACK— THE  GREAT  NORTHERN  RAILWAY  LINE. 

Plates  CXXXV.,  CXXXVL.  CXXXVII.  and 
CXXXVIIL,  on  pages  454,  455, 456  and  457,  show  dia- 


540  MAINTENANCE  OF   WAY   STANDARDS. 

grams  of  the  standard  roadbed  sections  of  the  G.  N.  R. 
R.  line. 

The  upper  figure  on  plate  CXXXVIL  is  a  single 
track  section,  without  ballast,  cut  type.  The  subgrade 
falls  12  inches  in  8  feet  6  inches,  lowest  point  of  ditch 
being  12  inches  lower  than  base  of  ties  and  faces  of  cut 
rise  from  ditch  line  at  the  rate  of  i  in  i  J. 

The  lower  figure  shows  same  type  of  single  track- 
on  embankment.  Berm  lines  are  10  inches  lower  than 
bottom  of  ties  and  are  4  feet  3  inches  beyond  end  of  ties. 
The  embankment  slopes  at  the  rate  of  I  in  i^. 

Double  track  sections,  without  ballast,  are  shown  on 
plate  CXXXVIIL;  the  upper  shows  roadbed  in  cut, 
sloping  3  to  i  both  sides.  Ditch  is  4  feet  6  inches  from 
end  of  tie  and  12  inches  lower  than  base  of  tie.  Tracks 
are  15  feet  apart  from  center  to  center  and  a  ditch  is 
formed  between  the  two  tracks,  same  depth  as  the  outer 
ditches.  The  cut  faces  slope  i^  to  i. 

The  lower  view,  showing  embankment,  has  a  similar 
profile,  excepting  berm  line  begins  4  feet  3  inches  from 
end  of  ties  and  embankment  slopes  ij  to  i.  A  ditch  12 
inches  lower  than  base  of  ties  is  formed  between  the 
two  tracks. 

Upper  part  of  plate  CXXXVI.  shows  a  section 
through  an  excavation  of  single  track,  ballasted  with 
gravel.  The  subgrade  is  level  for  12  feet  and  then  slopes 
to  ditch  3  to  i.  Lowest  point  of  ditch  is  ioj  inches 
lower  than  berm.  The  ballast  is  rounded  off,  leaving 
tie  ends  clear  and  leaving  6  inches  of  berm  free. 

The  lower  figure  shows  single  gravel  ballasted  track 
on  embankment.  The  subgrade  is  level  between  berm 
line,  14  feet  apart.  The  embankment  slopes  uniformly 
from  berm  line  at  the  rate  of  i  in  i^.  The  ballast  is  ar- 
ranged as  above,  giving  a  clearance  of  18  inches  to  berm 
line.  Average  depth  of  ballast  about  6  inches  below 
ties. 

Plate  CXXXV.  shows  double  track  cross  sections, 
ballasted  with  gravel.  The  arrangement  is  identical 
with  those  shown  on  plate  CXXXVIIL,  excepting  that 


DESCRIPTIVE  TKXT.  541 

there  is  6  inches  of  gravel  below  tie.  The  gravel  is 
rounded  off  to  a  point  5  feet»6  inches  from  center  of 
each  track.  A  ditch  3  feet  wide  is  midway  between  the 
tracks,  the  sides  of  which  slope  3  to  i. 

STANDARD    ROADBED    SECTIONS    FOR    SINGLE    AND    DOUBLE 
TRACK— UNION    PACIFIC  RV. 

Plates  CXXXIX,  CXL.,  CXLI.  and  CXLII,  on 
pages  459,  460,  461  and  462,  show  different  types  of 
standard  roadbeds  as  used  upon  the  Union  Pacific  sys- 
tem. Plate  CXXXIX.  shows  single  track  fill  and  cut 
ballasted  with  earth.  Plate  CXL.  shows  double  track 
fill  and  cut,  ballasted  with  earth.  Plate  CXLI.  shows 
double  track  fill  and  cut,  ballasted  with  gravel,  cinders 
or  rock,  and  plate  CXLII.  shows  single  track  roadbeds 
on  fill  and  in  cut,  ballasted  with  gravel,  cinders,  burnt 
clay  or  broken  stone.  In  cuts  the  maximum  depth  of 
ditches  is  12  inches;  where  track  is  level  the  depth  of 
ditch  in  middle  of  level  stretch  is  reduced  to  6  inches  to 
secure  drainage  of  ditch. 

STANDARD  SIGNS. 

STANDARD     SECTION     POSTS,     C  ROSSI  NO     SIGNS,     WHISTLING 
POSTS,  ETC. — BALTIMORE  AND  OHIO  RV. 

Plates  XXXIV.,  XXXV.  and  XXXVI.,  pages  89, 
OXD  and  91,  show  a  number  of  signs  which  are  standard 
on  the  B.  &  O.  system.  Commencing  on  the  left  on 
plate  XXXIV..  the  first  design  is  a  mile  post,  the  next 
a  whistling  post,  then  a  yard  limit  post,  next  a  state  line 
post,  and  the  last  a  water  station  number.  The  dimen- 
sions are  all  plainly  stated  and  explanations  given  will 
be  sufficient  to  reproduce  any  of  them  if  required. 

Plate  XXXV.  gives  full  direction  for  the  making 
and  setting  of  the  following  signs,  viz.,  section  post, 
bridge  number,  clearance  posts,  property  post  and  stop 
post.  The  system  of  numbering  bridges  as  explained 
on  this  plate  is  of  especial  interest  and  value. 

Plate  XXX VT.  chives  working  drawings,  bills  of  ma- 


542  MAINTENANCE   OF   WAV    STANDARDS. 

terial  and  instructions  for  setting  of  road  crossing  sign, 
trespass  sign,  railroad  grossing  sign  and  station  sign. 

STANDARD    CROSSING    SIGNS,   SECTION    POSTS,  CURVE   POSTS 
ETC. — ATCHISON,  TOI'KKA  AND  SANTA  IE  RY. 

A  road  crossing  sign,  as  shown  on  plate  CXXVIIL, 
page  434,  is  the  standard  on  the  Santa  Fe  system.  The 
post  is  8  by  8  inches  by  17  feet,  of  oak  or  cedar,  sign 
boards  of  pine,  lettered  both  sides  alike,  as  shown,  and 
sign  to  be  placed  parallel  to  track,  14  feet  from  rail,  and 
on  that  side  of  highway  where  persons  approaching  track 
can  best  observe  it.  The  two  cross  pieces  are  1 1  by  12 
inches  by  6  feet,  mortised  half  into  post  and  fastened 
further  by  two  f-inch  bolts  through  two  wrought  iron 
plates,  §x2xi6|  inches.  The  splitting  of  boards  is  pre- 
vented by  cross  pieces,  2x12  inches,  fastened  to  board 
by  oak  tree  nails,  details  of  which  are  shown  on  plate. 

Plate  CXXVIL,  page  433,  shows  an  elevation  and 
section  of  relay  box  and  guard.  The  posts  are  of  oak  or 
cedar,  set  2  feet  8  inches  below  ground.  The  box  proper 
sets  up  against  telegraph  pole,  which  is  flattened,  to  give 
a  good  bearing  for  back  of  box.  The  door,  when  open- 
ed, will  serve  as  a  desk  to  write  upon,  as  shown  in  sec- 
tion. Outside  dimensions  of  frame  work  3  feet  3  inch- 
es by  2  feet  5  inches. 

On  plate  CXXIX.,  page  435,  are  shown  a  number  of 
standard  signs  as  used  on  the  Santa  Fe  system.  The 
figure  lettered  "1670"  is  a  mile  number  plate,  made  of 
g-inch  boiler  plate,  10x18  inches.  It  is  fastened  to  a  tele- 
graph pole  with  two  lag  screxvs,  ^  inch  by  3  inches  long, 
plate  being  placed  parallel  to  main  track. 

The  sign  immediately  below  this  is  a  bridge  number 
plate  used  on  Howe  truss  bridges.  It  is  made  of 
wrought  iron  plate  5x10x30  inches.  One  is  placed  at 
each  end  of  bridge  on  the  right  hand  end  post  approach- 
ing bridge,  6  feet  above  top  of  rail,  and  fastened  by  four 
|  inch  by  3  inches  lag  screws. 

Directly  below  appears  the  slow  board,  which  is  made 
of  an  oak  post,  3  by  3  inches  bv  7  feet,  set  3  feet  below 
ground.  The  sign  is  made  of  pine,  3  feet  9  inches  by  12 


DESCRIPTIVE   TEXT.  543 

inches,  placed  perpendicular  to  track,  center  line  of 
post  8  feet  from  nearest  rail  on  right  hand  side  of  engine, 
approaching  point  of  danger,  for  which  slow  board  is  a 
warning.  It  must  be  placed  at  least  3,000  feet  from 
point  of  danger,  in  a  conspicuous  place,  so  that  it  can  be 
readily  read  by  an  approaching  engineer. 

To  the  left  of  the  slow  board  is  a  curve  post,  which 
is  a  post  3  by  3  inches  by  3  feet  4  inches,  of  square  sec- 
tion, set  2  feet  below  ground.  It  is  lettered  on  opposite 
faces  and  is  set  on  right  hand  side  of  track,  as  one  faces 
the  direction  in  which  mile  numbers  run  and  2  feet 
from  rail,  with  lettered  faces  of  sign  at  right  angles  to 
track. 

To  the  left  of  curve  post  is  the  clearance  post,  an  oak 
post  5x6x36  inches,  painted  white,  without  lettering.  It 
should  be  set  so  that  top  of  sign  will  be  4  inches  above 
top  of  rails,  and  at  a  point  where  the  nearest  gage  lines 
of  two  adjacent  tracks  are  6  feet  10  inches  apart. 

The  whistling  post  is  shown  to  the  right  of  the  slow 
board.  Its  dimensions  are  3  by  10  inches  by  n  feet, 
oak,  set  5  feet  10  inches  below  the  ground  and  at  right 
angles  to  the  track,  6  feet  from  nearest  rail  and  1,320 
feet  each  way  from  road  crossing  on  the  engineer's  side 
of  track,  i.  e.,  on  the  right  side  approaching  crossing. 

On  plate  CXXX.,  page  436,  the  sign  to  extreme  left, 
is  a  station  boundary  post.  It  is  5  feet  6  inches  high, 
cither  of  oak  or  cedar,  set  at  each  corner  of  the  boundary 
of  station  grounds.  The  part  set  in  ground  is  painted 
with  coal  tar  and  upper  part  brown. 

The  next  figure  shows  the  section  post.  It  is  made 
of  oak,  2  by  6  inches  by  5  feet,  lettered  on  both  sides  of 
posts,  as  shown  in  cut.  The  lower  part  is  painted  brown. 
Sign  is  placed  at  right  angles  to  track,  6  teet  from  near- 
est rail,  on  the  north  side  of  track,  running  east  and 
west,  and  on  the  west  side  of  track,  running  north  and 
south. 

A  telegraph  signal  station  sign  is  shown  in  right 
hand  upper  corner.  It  is  7  feet  long  and  7  inches  wide, 
made  of  pine.  Strips  ix2  inches  are  framed  around  sign 
board. 


544  MAINTENANCE  OF   WAY   STANDARDS. 

Lower  right  hand  corner  on  plate  CXXX.  shows  an 
elevation  and  section  of  a  way  bill  box,  the  construction 
of  which  is  easily  understood  from  the  drawing.  It  is 
7^x4  inches,  inside  measure,  made  of  £-inch  pine,  has  a 
41-inch  slit  for  letters  and  reports,  and  a  door,  9x6  inch- 
es, secured  by  hasp  and  padlock. 

The  curve  post  shown  on  plate  CXXXI.,  page  437, 
deserves  some  special  recommendation,  since  it  is  made 
from  old  boiler  flues,  leaving  lower  part  round  and  flat- 
tening upper  end  for  the  lettering.  It  is  set  2  feet  6 
inches  below  ground  line,  leaving  16  inches  above 
ground,  of  which  12  inches  have  been  flattened  and  let- 
tered as  a  curve  post.  The  rules  for  setting  are  the  same 
as  described  on  plate  CXXIX. 

STANDARD  SWITCHES. 

STANDARD   SPLIT  SWITCHES — BALTIMORE   AND    OHIO  RY. 

Plate  VII.,  page  45,  shows  arrangement  of  15  feet 
point  switch  for  60  to  67-pound  rail.  The  gage  at  point 
of  switch  is  4  feet  83  inches  and  throw  of  switch  is  4^ 
inches.  The  point  rails  are  15  feet  long,  spiked  on  two 
ties  and  sliding  on  plates  placed  on  6  ties.  Plate  A 
under  point  of  switch  has  -|-inch  riser,  plate  B  on  next 
tie  3-16  inch  riser,  plate  C  on  next  tie  £  inch  riser,  plate 
D  on  next  tie  1-16  inch  riser  and  next  two  plates,  E  and 
F,  are  level.  There  are  four  tie  rods.  The  first  one 
(which  is  also  called  the  head  rod)  is  placed  9  inches 
from  end  of  switch  and  the  other  three  follow  at  equal 
intervals  of  24  inches.  The  method  of  fastening  rod  to 
switch  rail  is  shown  in  upper  right  hand  corner. 
In  the  left  hand  upper  corner  a  perspective  view  is 
shown  of  a  slide  plate,  showing  the  riser  on  one  end 
and  a  rail  brace  on  the  other. 

A  ten-foot  split  switch,  as  used  on  the  same  road,  is 
shown  on  plate  VI 1 1.,  page  46.  It  is  used  for  the  same 
weight  of  rail,  from  60  to  67-pound  section.  The  point 
rails  are  only  10  feet  long,  sliding  on  five  pairs  of 
plates.  The  throw  of  switch  is  4!  inches  and  gage  at 
point  4  feet  8£  inches.  The  head  rod  is  2-Jxj  inches 
iron,  fastened  to  slide  rails  by  malleable  iron  sockets, 


DESCRIPTIVE  TEXT.  545 

shown  in  detail  in  upper  right  hand  corner.  A  hole  for 
2-inch  bolt  is  placed  in  either  end,  to  join  it  to  connec- 
tion rod.  Two  more  tie  rods  are  provided,  spaced  24 
inches  from  center  to  center  and  fastened  to  the  rails 
similar  to  head  rod.  Slide  plates  of  the  same  form,  as 
shown  in  upper  left  hand  corner,  are  made  of  wrought 
steel,  acting  at  the  same  time  as  a  brace.  Plate  A  rises 
J  inch,  plate  B  3-16  inch,  plate  C  -J  inch,  plate  D  1-16 
inch  and  plate  E  is  level. 

An  i8-feet  switch  for  85-pound  rail  is  shown  on  plate 
IX.,  page  47.  The  point  rails  are  18  feet  long,  resting 
on  ten  ties  and  8  pairs  of  slide  plates.  Throw  of  switch 
is  4^  inches  and  gage  at  point  is  4  feet  8J  inches.  There 
are  five  rods  of  the  same  construction  as  explained 
above  and  placed  24  inches  from  center  to  center.  The 
first  five  slide  plates,  marked  A,  have  5-16  inch  risers; 
the  next,  marked  B,  has  7-32  inch,  and  the  last,  marked 
C,  has  £-inch  riser.  The  malleable  iron  socket  fasten- 
ing is  again  shown  in  the  upper  right  hand  corner,  while 
the  slide  plate  is  shown  in  the  body  of  cut. 

On  plate  X.,  page  48,  a  7^-foot  split  switch  for  60  and 
67-pound  rail  is  shown.  The  slide  rails  are  only  j\  feet 
long,  resting  on  4  ties  and  4  slide  plates.  Throw  of 
switch  is  4^  inches  and  gage  at  point  4  feet  8j  inches. 
There  are  only  3  rods,  the  first  (head  rod)  being  9  inch- 
es from  point,  and  the  other  two  spaced  24  inches  from 
center  to  center.  They  are  fastened  to  the  slide  rails  by 
malleable  iron  sockets,  bolted  through  web  of  rail  by 
two  (;-inch  bolts  and  to  rod  by  one  3 -inch  bolt.  Per- 
spective views  of  the  socket  and  the  wrought  steel  slide 
plate,  with  rail  brace,  are  shown  on  plate  at  the  right 
of  the  switch. 

STANDARD    SPLIT   SWITCH— MICHIGAN     CENTRAL    RV. 

Plate  CIV.,  page  239,  shows  an  elevation,  plan  and 
numerous  details  of  1 5-foot  split  switch  for  8o-pound 
steel,  as  used  on  the  M.  C.  R.  R.  There  are  8  slide 
plates,  numbered  from  No.  I  to  No.  8,  and  two  switch 
rods,  one  of  which  (No.  i)  is  attached  to  connecting  rod 
of  switch  stand.  The  ties  are  10  inches  wide  and  spaced 
10  inches  apart:  the  head  block  is  16  inches  wide  and 


546  MAINTENANCE   OF    WAY    STANDARDS. 

gage  is  4  feet  8J  inches  at  throw.  A  special  feature 
of  this  switch  is  the  reinforcing  plate,  J  inch  thick,  which 
is  riveted  to  the  web  of  the  two  switch  points  on  gage 
side,  running  from  A  to  D.  The  switch  rods  are  of  an 
excellent  design  and  are  adjustable.  Plates  Nos.  I,  2,  3, 
4  and  5  have  f-inch  risers;  No.  6  rises  5-16  inch,  No.  7 
rises  J  inch  and  No.  8  rises  3-16  inch.  The  plates  be- 
low risers  are  f  inch  thick.  Other  details  can  be  readily 
read  from  drawing. 

STANDARD     SPLIT     SWITCH  —  LAKE     SHORE     AND     MICHIGAN 
SOUTHERN    RV. 

Plate  CLXIL,  page  482,  shows  a  plan  and  details  of 
15  feet  standard  split  switch,  as 'adopted  by  the  L.  S. 
&  M.  S.  R.  R.  There  are  four  tie  bars,  bar  No.  I  being 
connected  to  the  connecting  rod  of  switch  stand.  The 
length  and  fastenings  of  the  rods  show  on  a  larger  scale 
above  plan.  There  are  six  slide  plates  on  each  side, 
each  provided  with  a  rail  brace.  The  spacing  of  ties 
and  rods  are  plainly  shown  in  cut  and  need  no  further 
explanation. 

STANDARD    SPLIT   SWITCH— LOUISVILLE  AND   NASHVILLE    RY. 

Plate  CXIIL,  page  314,  illustrates  a  standard  split 
switch  turnout  for  a  No.  9^  spring  rail  frog.  On  ac- 
count of  the  length  of  switch  drawing  is  so  made  that 
the  lower  part  is  a  continuation  of  the  upper  one. 
Switch  is  79  feet  3  inches  from  switch  point  to  frog  point 
and  the  split  rails  are  15  feet  long;  8  slide  plates  are 
used  on  each  side,  numbered  from  i  to  8,  beginning  at 
point  of  switch.  The  first  six  are  provided  with  rail 
braces  and  risers  are  as  follows:  No.  i,  f  inch;  No.  2, 
5-16  inch;  No.  3,  9-32  inch;  No.  4,  J  inch;  No.  5,  3-16 
inch;  No.  6,  J-  inch;  No.  7,  3-16  inch,  and  No.  8,  1-16 
inch.  A  guard  rail  for  switch  point  and  for  spring  rail 
frog  is  also  shown. 

STANDARD   SPLIT   SWITCH — CINCINNATI,   NEW    ORLEANS   AND 
TEXAS    RV. 

Plate  CIX.,  page  292,  shows  a  standard  i8-foot  split 
switch  in  use  on  the  C.,  N.  O.  &  T.  R.  R.  There  are 
five  tie  bars  spaced,  as  shown  in  cut,  and  nine  slide 


[>FM  R1PTIYK    TFXT.  547 

plates,  with  rail  braces  on  each  side.  The  side,  top  and 
bottom  of  split  rail  are  shown  in  the  lower  part  of  plate ; 
details  of  fastenings  appear  on  a  larger  scale  in  upper 
right  and  left  hand  corner.  The  gage  of  track  is  4  feet 
()  inches  and  throw  of  switch  is  4  inches.  The  risers  on 
the  first  8  plates  beyond  head  rod  are  all  J  inch  and  on 
the  two  last  plates  £  inch ;  the  tie  rods  are  4x2^  inches, 
with  holes  for  £-inch  pin,  and  are  made  at  the  railway 
shops. 

STANDARD    SPLIT   SWITCH— CENTRAL   RAILWAY  OF  GEORGIA. 

Plate  CLIII.,  page  473,  shows  the  standard  i8-foot 
split  switch  of  the  Central  Railway  of  Georgia.  It  is 
somewhat  similar  to  the  C,  X.  O.  &  T.  standard  just 
described.  The  stock  rail  is  supported  by  12  steel  die- 
formed  rail  braces  of  the  Weir  pattern;  head  of  point 
rails  is  planed  down  from  A  to  B,  is  level  from  B  to  C 
and  rises  ]  inch  from  C  to  D.  The  tie  rods  are  2^x§ 
inches  and  fastenings  as  shown  in  enlarged  details. 
There  arc  two  guard  rails  provided  for  split  rails. 

-TAXDARD  SPLIT  SWITCH— CHICAGO  AND  NORTHWESTERN  RY. 

Plate  CLXIV.,  pages  485  and  486,  shows  a  1 5-foot 
split  switch  in  use  on  the  C.  &  N.  W.  R.  R.  It  has  three 
tie  rods  and  8  slide  plates  on  each  side.  The  spacing  of 
ties  and  rods  is  as  shown  in  plan.  The  first  5  slide 
plates  next  to  switch  point  have  ;|-inch  risers,  the  next 
one  has  ^-inch  and  the  next  1-inch  riser,  the  last  plate 
being  level.  All  plates  are  f  inch  thick  and  4  inches 
wide,  the  first  5  pairs  being  I  foot  i^  inches,  and  the 
balance  I  foot  ^  inch  long.  The  various  sections  show 
enlarged  details  at  different  points  of  the  switch.  The 
tops  of  heads  of  slide  rails  are  planed  down  I  inch  in 
4  feet  6|  inches.  The  switch  rods  are  ^X2  inches,  with 
improved  clip  fastenings. 

STANDARD  SWITCH  STANDS. 

HIGH  SIGNAL  GROUND  STAND— BALTIMORE  AND  OHIO  RY. 

A  1 6-foot  target  stand  is  shown  on  plate  XL,  page  49, 
first  view  showing  the  white  face  of  target  indicating 
safety,  while  next  view  shows  red  face  of  target  indicat- 
ing danger;  a  ladder,  15  feet  6  inches  long,  with  a  bat- 


54#  MAINTENANCE    OF    WAY   STANDARDS. 

ter  of  4  feet  3^  inches,  braced  by  2  iron  rods  13  feet  long, 
gives  stiffness  to  the  structure  and  provides  means  to 
suspend  signal  lamps  at  the  target. 

LOW  SIGNAL  GROUND    STAND — BALTIMORE  AND  OHIO  RV. 

This  is  shown  on  plate  XL,  page  49,  the  first  view 
showing  stand  displaying  safety  signal  white,  and  sec- 
ond view  displaying  a  double  red  disc  as  a  danger  sig- 
nal. The  center  of  signal  is  but  12  inches  from  top  ot 
ties,  making  the  stand  serviceable  in  crowded  yards. 
The  target  is  6x12  inches. 

SWITCH   STAND — BALTIMORE  AND  OHIO  RV. 

Plate  XI I.,  page  50,  shows  a  switch  stand  of  different 
construction.  The  lever  throwing  switch  moves  in  a 
vertical  plane,  so  that  in  daylight  the  position  of  lever 
is  indicating  danger  when  the  target  stands  oblique,and 
safety  when  it  stands  perpendicular.  The  switch  lamp 
holder  is  connected  by  a  toggle  joint  to  switch  lever,  so 
that  when  lever  turns  the  switch  the  lamp  is  turned  one- 
quarter  around,  showing  true  position  of  switch  in  night 
time.  The  center  of  signal  lamp  is  7  feet  from  nearest 
rail.  The  target  is  7  feet  8  inches  high  from  ground,  2 
feet  long  and  consists  of  3  strips  4  inches  wide  each,  the 
two  outer  ones  painted  white  and  the  inner  painted  red. 
The  second  view  shows  a  vertical  section  through  stand 
and  target. 

DISTANT  SWITCH  SIGNAL — BALTIMORE  AND  OHIO  RV. 

Plate  XIII.,  page  51,  shows  a  distant  switch  signal 
for  facing  point  switches.  The  plan  readily  explains 
that  as  the  switch  is  thrown  the  position  of  lever  is 
changed  and  the  cords  connected  to  the  end  of  tiie  lever 
and  the  distant  signal  will  accordingly  change  the  posi- 
tion of  the  signal.  The  view  at  bottom  of  cut  repre- 
sents the  style  of  distant  signal  in  use. 

SWITCH   TIES— BALTIMORE  AND  OHIO  RV. 

Plate  XXX.,  page  85,  gives  a  complete  bill  of  switch 
ties  for  a  Xo.  6  frog  turnout.  Cross  section  of  ties  is 
7x8  inches.  Plate  XXXI.,  page  86,  is  a  bill  of  switch 
ties  for  a  No.  10  frog  turnout.  The  tables  are  self-ex- 
planatory. 


DESCRIPTIVE   TKXT.  549 

STANDARD  SPIKES — BALTIMORE  AND  OHIO  RV. 

Plate  XLIX.,  page  104,  shows  the  standard  spike  of 
the  B.  &  O.  R.  R.  It  is  6  inches  long  over  all  and  has  a 
square  cross  section  9-16x9-16  inch;  the  point  is  wedge- 
shape  and  curved  and  1$  inches  long.  The  head  is  ob- 
long, ijxi  3-16  inches;  the  under  side  of  head  gripping 
rail  inclines  under  an  angle  of  20  degrees,  and  where  it 
meets  the  shaft  of  the  spike  the  latter  wridens  out  to  1 1-16 
inch,  sloping  back  to  9-16  inch,  I  inch  below  the  head; 
head  projects  5-16  inch  around  shaft  of  spike,  to  provide 
means  for  the  use  of  claw  bar.  As  a  rule  but  few  roads 
have  adopted  special  standards  for  track  spikes. 

STANDARD  TIE  PLATES. 

SOUTHERN    RAILWAY    AND    NEW    YORK    CENTRAL   AND  HUD 
SON    RIVER  RAILWAY. 

Extensive  inquiry  among  the  leading  railroads  of  the 
country  reveals  the  fact  that  Tie  Plates  are  in  very  gen- 
eral service  and  used  in  large  quantities.  Most  roads 
using  standard  sections  of  rails  receive  the  Tie  Plates 
in  such  satisfactory  form  and  dimensions  from  the  man- 
ufacturers that  they  can  directly  use  them  on  any  kind  of 
rail  or  ties,  it  being  found  unnecessary  to  prepare  stand- 
ard pians  for  them.  In  fact,  it  can  be  said  that  longitu- 
dinal flanged  Tie  Plates  have  become  almost  a  universal 
standard  and  the  designs  herein  shown  corroborate  the 
statement.  Plate  CLYIIL,  page  478,  shows  the  Tie 
Plates  used  as  standard  on  the  Southern  Railway.  There 
are  two  forms  of  the  same/type.  Plates  A  and  B  are  used 
on  joint  ties,  the  plates  being  punched  so  that  spike 
holes  will  coincide  with  the  slots  in  angle  bars,  the 
plate  A  being  for  75-pound  rail  and  B  for  8o-pound  rail. 
As  will  be  observed,  these  joint  plates  are  of  the  same 
form,  the  only  difference  being  in  the  position  of  the 
spike  holes.  The  So-pound  rail  having  a  base  three- 
sixteenths  inch  wider  than  the  7.S-pound  rail,  the  two 
plates  are  punched  with  spike  holes  to  correspond. 
Plates  C  and  D  are  used  on  intermediate  ties,  the  one 
for  75,  the  other  for  8o-pound  rails.  It  will  be  noted 
that  the  position  of  spike  holes  is  reversed  so  as  to  pro- 
vide for  rights  and  lefts.  The  dotted  lines  show  the. 


550  MAINTENANCE   OF    WAV    STANDARDS. 

punching  for  the  left  hand  and  the  full  line  holes  for 
.the  right  hand  rail.  The  manifest  object  of  this  is  to 
prevent  the  ties  from  slewing  around. 

The  mechanical  principles  of  these  plates  are  at  once 
simple  and  correct  and  their  wide  and  successful  use 
has  resurrected  the  Tie  Plate  as  a  railway  standard, 
notwithstanding  that  the  repeated  failures  of  other 
forms  had  resulted  in  a  general  condemnation  and  to- 
tal abandonment  of  their  use.  The  longitudinal  flanges, 
marked  A,  B,  and  C,  in  the  three  flange  plates,  and 
used  on  joint  ties  upon  the  Southern  Railway,  and  the 
flanges  marked  D  and  C  on  the  two  flange  plates, 
which  on  this  line  are  used  as  standard  on  intermediate 
ties,  perform  the  necessary  function  of  uniting  plate 
and  tie  as  though  they  were  one  solid  piece.  These 
flanges  are  of  such  form  that  they  enter  the  tie  parallel 
to  its  fibres,  similar  to  a  knife  edge,  as  the  fibres  are 
simply  separated,  the  wood  fibres  are  neither  cut,  bruis- 
ed or  otherwise  injured,  as  is  the  case  where  flanges 
running  transversely  to  the  grain  are  used.  Thus  con- 
fined, the  slightly  compressed  fibres  are  held  within  the 
faces  of  the  flanges  or  ribs,  which  grip  them  with  great 
force,  making  such  a  tight  fit  that  it  is  impossible  for 
moisture  to  enter,  or  for  the  plate  to  \vork  loose.  Thus 
it  will  be  seen  that  a  tie  equipped  with  the  longitudinal 
rib  plates  is  stronger  in  itself  than  the  bare  tie,  while 
the  distribution  of  metal  is  such  as  to  afford  a  maximum 
of  strength  with  the  least  metal,  thereby  avoiding  the 
lamination  of  the  rail.  As  a  valuable  factor  in  the  pres- 
ervation of  ties  and  in  the  reduction  of  maintenance  ex- 
penses, its  value  becomes  apparent  from  the  following 
consideration: 

The  life  of  a  tie  is  cut  short  by  two  main  causes,  viz., 
by  the  chemical  process  of  decay  and  the  physical  proc- 
ess of  wearing  away  under  the  rail  seat. 

The  first  cause  is  now  in  a  fair  way  of  losing  its  de- 
structive character,  as  suitable  preserving  processes  are 
evolved  and  put  in  use,  thus  ties  which  formerly  became 
worthless,  after  five  or  six  years,  on  account  of  decay, 
have  had  their  lives  trebled  and  quadrupled  by  proper 
chemical  treatment.  Yet  this  would  by  no  means  solve 


DESCRIPTIVE  TEXT.  55! 

the  tie  question  unless  provision  is  made  to  prevent  the 
rails  t'rom  wearing  away  the  ties;  indeed,  the  longer 
the  life  of  the  tie  as  against  decay  the  more  the  necessity 
for  Tie  Plates  will  be  recognized,  as  many  ties  which 
could  resist  the  action  of  the  rail  during  normal  life  of 
six  years  would  be  utterly  destroyed  if  preservatives 
would  arrest  decay,  so  as  to  give  an  available  life  of 
twelve  or  fifteen  years  or  more.  It  is  a  fact  that  a  great 
percentage  of  ties  are  removed  from  the  track,  not  be- 
cause of  decay,  but  on  account  of  being  weakened  on 
account  of  the  rail  base  cutting  into  the  wood.  This  is 
particularly  true  of  the  soft,  but  long-lived  timbers, 
such  as  our  cedars,  the  Louisiana  cypress  and  the  Pa- 
cific Slope  redwoods.  This  physical  destruction  of  the 
tie  is  entirely  prevented  by  the  Tie  Plate,  and  where 
used  they  have  more  than  doubled  the  usefulness  of  the 
soft  wood  ties  above  mentioned.  It  is  generally  con- 
ceded that  a  wooden  tie  for  the  maintenance  of  good, 
smooth  riding  track  is  better  than  any  of  the  metal  ties 
thus  far  experimented  with.  This  is  particularly  true 
where  the  longitudinal  plate  is  used,  for  no  matter 
what  age  the  tie  may  be,  the  plate  affords  a  uniform 
support  on  every  tie  throughout,  and  by  increasing  the 
life  of  ties,  as  indicated,  the  cost  of  tie  renewals  has 
been  so  reduced  as  to  set  aside  the  question  of  metal  ties 
to  a  future  day. 

The  success,  under  all  kinds  of  severe  tests  of  the 
longitudinally  ribbed  plate,  has  led  to  their  adoption  by 
numerous  railway  systems,  they  being  preferred  to  the 
many  forms,  having  ribs  or  flanges  running  transverse- 
ly of  the  grain,  which  is  entirely  wrong  in  principle; 
as  such  ribs,  flanges  or  prongs  running  transversely 
will  cut  across,  break  down,  and  destroy  the  fibres  of 
the  tie,  preventing  a  close  union  of  the  plate  while  the  tie 
itself  is  weakened  by  their  use.  Another  important  func- 
tion performed  by  the  longitudinally  ribbed  plate 
is  that  it  preserves  the  gauge  and  alignment  of  the  rails 
on  tangents  as  well  as  curves,  thus  effectually  displac- 
ing the  rail  brace.  It  is  a  well-known  fact  that  on  ties 
not  protected  by  Tie  Plates  the  base  of  the  rail  will  cut 
into  the  tie,  and  generally  deeper  on  the  outside  than 


552 


MAINTENANCE   OF    WAY   STANDARDS. 


on  the  inside  flange  of  the  rail,  the  consequence  being 
that  the  rail  soon  begins  to  lean  outward,  thus  widen- 
ing the  gauge,  which  can  only  be  rectified  by  the  track- 
man adzing  the  rail  seat  level  and  restoring  the  rail  to 
its  perpendicular  position.  This  brings  but  temporary 
relief,  since  every  passing  train  forces  the  outer  rail 
flange  into  the  tie  fibres,  again  causing  the  rail  to  lean 
out,  widening  the  gauge.  The  Tie  Plate  is  a  simple 
and  efficient  preventative,  which  maintains  the  rails  in 
their  normal  position  and  prevents  excessive  wear  on 
the  side  head  of  the  rail.  On  curves  they  have  given 
the  most  gratifying  results,  and  have  done  splendid 
service  for  the  last  eight  years  in  the  Allegheny,  Rocky 
and  Sierra  Nevada  mountain  ranges. 

The  Tie  Plate  shown  on  page  192,  plate  XCIL,  is 
standard  on  the  New  York  Central  and  Hudson  River 

Railroad.  It  is  practical- 
ly the  same  form  as 
plates  A  and  B  described 
above.  It  is  9^x6  inches, 
a  longitudinal  stiffening 
rib  running  midway  be- 
tween the  two  outer 
flanges;  the  spike  holes 
are  eleven-sixteenths  inch 
square,  leaving  a  clear  dis- 
tance of  6  9-16  inches  be- 
tween punchings. 

The  Tie  Plate  shown 
herewith  (Fig.  i)  is  in  very 
general  use,  being  the 
same  form  as  A  and  B, 
but  only  five  inches  wide. 
Those  who  have  made  a 
special  study  of  rail  and 
tie  movement  are  enthusi- 
astic in  their  praise  of  the 
five-inch  plate,  as  distrib- 
uting the  weight  of  the  rolling  loads  to  the  tie  in  such  a 
manner  as  to  prevent  its  rocking  in  the  ballast 


--T---S 

5 

.      I  

3  

i 

^ 

| 

r 

L 

._  . 

J 

L 

J 

SECTION  ON    AB 
FIG.  I. 


DESCRIPTIVE  TEXT. 


553 


ft 


stcnw  CI> 


Tie  Plate  shown  herewith  (Fig.  2)  is  a  five-inch  plate, 
having  four  (4)  under  flanges,  with  a  rail  seat  cut  to 
fit  the  rail  flanges  on  the  upper  surface  of  the  plate. 
These  plates  preserve  the 
exact  radial  position  of 
the  rail  and  have  been 
successfully  used  on 
curves  of  five  hundred 
feet  radius  where  no  ele- 
vation of  the  outer  rail 
w  a  s  permissible  and 
where  other  form  of  fast- 
ening had  entirely  failed. 
As  the  hook  head  spike 
in  common  use  in  this 
country  is  used  to  hold 
the  rail  down  when  it 
springs  up,  as  the  reflex 
movement  due  to  the  de- 
flection of  the  rail  under 
its  load,  so  should  any 
shoulder  Tie  Plate  where 
the  same  are  needed  pro-  FI(;-  -• 

vide  not  only  for  the  movement  out  of  the  rail  by  direct 
pressure,  but  also  for  the  inward  movement  due  to  the 
reaction,  and  the  plate  herein  shown  is  without  doubt 
the  most  perfect  Tie  Plate  which  has  yet  been  offered 
the  railways  of  the  world  and  is  attracting  the  attention 
of  Europeans,  who  have  experimented  and  used  many 
types  of  Tie  Plates  with  only  partial  success. 

STANDARD  TOOLS. 

STANDARD  CLAW  BAR,  CHISEL,  (iA<  iK,  ETC. —  HA1.1TMOKE    AND 
OHIO  RY. 

Plate  L.,  page  105,  shows  a  heel  claw  bar,  5  feet  6 
inches  long,  weighing  30  pounds;  a  lining  bar,  5  feet 
long,  weighing  20  pounds,  and  a  straight  track  wrench, 
24  inches  long,  for  15-16  inch  nuts. 

Plate  LI.,  page  106,  represents  a  so-called  pig  foot 
claw  bar,  5  feet  6  inches  long,  weighing  30  pounds.  The 


554  MAINTENANCE  OF   WAY   STANDARDS. 

opening  is  triangular,  2  inches  deep,  i:l  inch  at  the  base, 
and  the  claws  are  5  inch  wide,  curving  as  shown  in  cut. 

Plate  LIL,  page  107,  shows  a  4-poimd  track  chisel,  a 
rail  fork,  and  a  rail  tong  in  perspective. 

Plate  LI  1 1.,  page  108,  shows  a  lo-pound  spike  maul, 
1 1  inches  long,  eye  passing  through  6  inches  from  point, 
diameter  at  point  f  inches  and  at  back  ij  inches;  also 
an  8-pound  tamping  pick,  tamping  end  being  ix2|- 
inches,  and  a  clay  pick,  weighing  7  pounds,  20  inches 
long. 

Plate  LIV.,  page  109,  shows  a  track  gage  made  of 
wood.  1x3  inches,  and  bound  with  iron.  The  gage 
points  are  formed  by  J  inch  band  iron,  projecting  I 
inch;  total  length,  5  feet  Qj  inches;  gage  measure,  4  feet 
8i|  inches. 

Plate  LV.,  page  no,  shows  the  track  level.  It  is  5 
feet  J  inch  long,  4  inches  wide  and  i^  inches  thick.  The 
level  is  protected  by  an  iron  plate,  1^x1^x4^  inches,  and 
both  ends  terminate  in  iron  fastenings,  as  shown  in  ele- 
vation and  plan.  The  adjustable  slide  on  left  end  of 
level  permits  of  readings  up  to  6|  inches  of  elevation  on 
curves. 

GENERAL  STANDARD  TOOLS. 

The  subject  of  "Properly  Constructed  Tools"  is  re- 
ceiving more  specific  attention  from  the  heads  of  the 
Maintenance  of  Way  Departments  of  the  different  rail- 
ways. There  can  be  but  one  best  design  for  a  track 
tool  which  is  used  for  a  specific  purpose  and  the  form 
and  material  which  is  best  adapted  for  each  case  should 
be  determined  by  men  qualified  to  do  so.  A  great  deal 
of  trouble  is  caused  in  this  direction  by  the  railroad 
shop-m.n,  whose  duty  it  is  to  make  and  repair  tools, 
such  as  claw  bars,  tamping  bars  and  tools  of  this  class, 
and  as  they  do  not  handle  them  practically  they  are 
often  not  judges  as  to  their  most  suitable  form,  temper, 
weight,  etc.,  and  in  consequence  trackmen  receive  what 
they  do  not  want  or  need.  The  Roadmasters'  Associa- 
tion of  America  and  the  New  England  Roadmasters' 
Association  have  taken  up  this  subject  and  will  event- 
ually determine  upon  a  complete  standard  outfit  of 
track  tools,  best  adapted  to  the*  needs  of  American 
trackmen. 


DESCRIPTIVE   TEXT. 


555 


Very  few  railroad  companies  engage  at  present  in 
making  their  own  tools,  since  they  can  buy  them  of 
manufacturers  at  a  price  much  less  than  they  could 
be  made  at  their  own  shops,*  and  besides  that  they  get 
articles  much  superior  in  material, 
workmanship  and  finish.  For  this 
reason  but  few  railroads  prepare 
standard  designs  for  such  tools  as 
track  chisels,  tamping  bars  and  picks, 
claw  bars,  etc. 

One  of  the  oldest  and  most  reliable 
firms  who  are  making  a  specialty 
of  manufacturing  standard  track 
tools  is  the  Verona  Tool  Works,  who 
in  1873  brought  out  the  justly  cele- 
brated Verona  Nut  Lock,  which  has 
been  so  well  appreciated  that  to-day 
there  are  over  226  millions  in  use  on 
American  roads. 

Fig.  I  shows  the  Verona  Track 
Chisel,  which  has  been  adopted  as 
standard  by  the  Pennsylvania  Rail- 
road. Its  cutting  edge  is  wedge 
shape,  I  -J  inches  wide  at  point  and 
weighs  34  pounds.  It  is  made  of  spe- 
cial steel,  and  gives  excellent  results 
in  the  most  severe  usage. 

Fig.  2  shows  a  well-designed 
tamping  pick  weighing  8  pounds.  It 
is  25  inches  long,  with  an  eye  3x2 
inches  and  a  tamping  face  of  2jx} 
inches.  They  are  made  of  solid  steel, 
solid  eye  and  are  warranted  in  tem- 
per and  quality. 
Fig.  3  shows  a  claw  bar  s  feet  long,  weighing  30 


FIG.  I. 
TRACK  CHISBL. 


FIG.  II— TAMPING  PICK. 


556 


MAINTENANCE   OF   WAV    STANDARDS. 


pounds.    This  bar  has  been  adopted  by  the  Roadmas- 

ters'    Association    of    America    as 

standard. 

Fig.  4  shows  tamping  bar  5  feet 
4tjr  inches  long,  made  of  round  steel 
|  inches  in  diameter.  The  tamping 
end  is  |  inch  thick  and  4  inches  wide 
and  is  bent  to  an  angle  of  24  de- 
grees from  direction  of  bar.  The 
other  end  is  flattened  out  to  a  knife 
edge  2  inches  wide.  This  bar  has 
also  been  adopted  by  the  Roadmas- 
ter's  Association  as  standard. 

Fig.  5  shows  a  small,  but  exceed-  FIG.  HI- 
ingly  useful  tool,  a  spike  puller  which  is  indispensable 
in  yards  where  spikes  have  to  be  pulled  from  between 
rails. 


di 


IKi.  IV  — TAMl'INO  BAK. 

Aside  from  the  albove  described  tools,  the  Verona 
Tool  Works  manufacture  a  full  line  of  clay  picks,  lining 
bars,  pinch  bars,  spike  mauls,  sledges, 
track  punches,  rail  tongs,  rail  forks, 
spike  pullers,  track  wrenches,  timber 
bars,  shackle  bars  and  track  gages. 
All  tools  are  tested  before  leaving 
their  work,  hence  failures  are  rarely 
known,  and  if  they  occur  the  Verona 
Tool  Works  replace  them  free  of 
charge.  They  also  make  a  specialty 
of  making  any  desired  track  tool  topic,  v— SPIKE  PULLBR 
order  on  receipt  of  a  sample,  model  or  full-size  sketch. 

STANDARD   WATCH   BOX—I1  A 1 /I  IMORE  AND  OHIO  RV. 

The  elevation  and  plan  shown  on  plate  XXXIX., 
page  94,  shows  watch  box  7  by  7  feet  by  7  feet  1 1  inches 


DESCRIPTIVE   TEXT.  557 

high,  which  will  serve  well  enough  to  protect  a  flagman 
or  a  watchman  and  will  be  useful  where  room  is  scarce. 
The  door  is  2  feet  2  inches  by  6  feet  2  inches,  and  there 
is  sufficient  room  for  a  small  stove. 

STANDARD   WATER  TANK— BALTIMORE  AND  OHIO  RY. 

The  design  on  plate  XLII.,  page  97,  shows  an  eleva- 
tion, foundation  plan,  plan  of  roof  and  tank  floor  of  the 
standard  dimensions  on  the  B.  &  O.  R.  R.  The  height 
of  tank  is  16  feet,  diameter  at  base  24  feet  and  diameter 
on  top  23  feet  6  inches.  The  roof  is  a  1 6-sided  pyramid, 
while  the  cross  section  of  tank  is  octagonal.  The  floor 
is  12  feet  above  the  ground,  carried  on  12  posts,  spaced 
as  shown  on  foundation  plan. 


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THE  ELLIS  POTENT  BUMPING  POST 


FOR  PASSENGER  AND  FREIGHT  CAR  SERVICE. 


NOTED  FOR  SIMPLICITY,  STRENGTH  AND  LASTING  QUALITIES. 
NEAT  IN  APPEARANCE,  OCCUPY  LITTLE  SPACE, 
ADAPTED  TO  ALL  POSITIONS. 


MAS  STOOD  THE  SEVEREST  TESTS. 


Highest  Award  at  the  World's  Fair,  Chicago,  1893. 


Shipped  Complete,  with  directions  for  erecting.     Prompt  Delivery. 
Write  for  Circulars  and  Prices. 

QEO.  L.  CHATFIELD,  AGENT,  CHICAGO,  ILL. 


LOCATION  OF  FACTORIES. 

The  name  of  the  CHICAGO,  MILWAUKEE  &  ST.  PAUL 
RAILWAY  has  long  been  identified  with  practical  measures 
for  the  general  upbuilding  of  its  territory  and  the  promo- 
tion of  its  commerce,  hence  manufacturers  have  an  assur- 
ance that  they  will  find  themselves  at  home  on  the  com- 
pany's lines. 

The  CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY 
COMPANY  owns  and  operates  6,150  miles  (9,900  kilomet- 
ers) of  railway,  exclusive  of  second  track  or  sidings.  The 
eight  states  traversed  by  the  'company,  Illinois,  Wisconsin, 
Northern  Michigan,  Iowa,  Missouri,  Minnesota,  South 
Dakota  and  North  Dakota,  possesses  in  addition  to  the 
advantages  of  raw  material  and  proximity  to  markets,  that 
which  is  the  prime  factor  in  the  industrial  success  of  a 
territory — a  people  who  form  one  live  and  thriving  com- 
munity of  business  men  in  whose  midst  it  is  safe  and  profit- 
able to  settle.  Many  towns  on  the  line  are  prepared  to 
treat  very  favorably  with  manufacturers  who  wouli  locate 
in  their  vicinity. 

Mines  of  coal,  iron,  copper,  lead  and  zinc,  forests  ot  soft 
and  hard  wood,  quarries,  clays  of  all  kinds,  tan- bark,  flax 
and  other  raw  materials  exist  in  its  territory  in  addition  to 
the  vast  agricultural  resources. 

A  number  of  new  factories  have  been  induced  to  locate — 
largely  through  the  instrumentality  of  this  company — at 
towns  on  its  lines.  The  central  position  of  the  states  trav- 
ersed by  the  CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAIL- 
WAY, makes  it  possible  to  command  all  the  markets  of  the 
United  States.  The  trend  of  manufacturing  is  Westward. 
Nothing  should  delay  enterprising  manufacturers  from 
investigating.  Confidential  inqunes  are  treated  as  such. 
The  information  furnished  a  particular  industry  is  reliable. 
Adddress,  Louis  JACKSON, 

Industrial  Com'r.,  C.,  M.  &  St.  P.  R.  R., 

425  Old  Colony  B1M.,  Chicago,  111. 


What  Trackmen  Say  of  The  Headmaster  and  Foreman. 


"Inclosed  you  will  find  fl,  for  which  please  renew  my  subscription  for  y< 
valuable  paper.  This  makes  the  tilth  year  that  I  hav«  been  reading  your  pa; 
and  I  must  say  that  I  like  it  better  every  year  and  would  not  do  without  it 


COLORADO  MIDLAND  RAILWAY. 

yoor 

and" I  musTsay  thivt  I Tlike  it  better  every  year  and  would  not  do  without  iv  for 
twice  its  price.  It  does  me  good  to  read  the  many  letters  of  the  different  fore- 
men and  I  have  learned  a  great  deal  out  of  the  paper  in  regard  to  my  work. 
There  are  somethings  in  the  journal  I  donot  fully  understand,  but  agr^atmany 
things  I  do,  and  that  repays  me  many  fold."— V.  McClellau.  .Roadway  Foreman. 

RICHMOND  AND  DANVILLE  RAILWAY. 

"Our  hiehly  esteemed  Roadmaster,  Mr.  James  Hartigan.  first  introduced  your 
valuable  journal  to  me.  to  which  1  subscribed  through  him.  I  have  secured  two 
numbers,  February  and  March,  and  am  highly  pleased  with  it  and  would  n  >t  be 
without  it.  You  can  count  on  me  as  a  subscriber  KB  long  as  I  remain  in  track 
service.  1  a'so  think  every  section  foreman  should  subscribe  for  it.  I  think  it 
is  both  interesting  and  instructive,  therefore  every  foreman  should  have  it."— 
W.  L.  Smoke,  Section  Foreman. 

MISSOURI  PACIFIC  RAILWAY. 

"Inclosed  please  find  express  money  order  for  $1  for  THE  ROADMASTEB  AND 
FOREMAN  another  year,  as  I  eeo  my  time  is  out,  and  I  do  not  want  to  rni-s  one 
number.  No  trackman  should  be  without  it."— W.  W  Me  Williams.  Sec.  Foreman. 

FT.  8.,  W.  A  W.  RAILWAY. 

•I  have  been  a  sxibscriber  to  THE  ROADMASTER  AND  FOREMAN  one  year,  and 
am  highly  pleased  with  the  journa  .  I  think  it  should  be  in  the  hands  of  every 
trackman.  Am  especially  pleased  with  the  articles  written  by  the  diti'erent  sec- 
tion foremen,  and  would  like  to  bee  more  of  them  written."— Alfred  Morris. 

"  I  have  been  reading  your  valuabe  journal  for  seven  years,  and  as  long  as  I 
remain  in  track  service  I  shall  take  it."— J.  H.  Lair,  Section  Foreman. 

FROM  A  SECTION   FOREMAN  IN  SOUTH  AFRICA. 

J.  Gardner,  of  Johannesburg,  Transvaal,  South  African  Republic.  South 
Africa,  writes  as  follows:  "Inclosed  you  will  find  postofflce  order  for  which 
p  ease  accept  subscription  for  Mr.  G.  Robinson  and  myself— one  copy  for  each  of 
Ufi-f or  two  years,  ending  December,  1895.  *  *  *  The  tact  of  our  renewing  our 
subscriptions  for  two  years,  also  the  fact  that  our  engineer,  Mr.  Herman,  having 
subscribed  for  two  copies  for  two  years,  is  ample  proof  that  your  very  valuable 
paper  is  highly  appreciated  iu  South  Africa." 

FROM  A  SOUTHERN   ROADMASTER. 

•I  notice  in  the  proceedings  of  the  New  England  Roadmasfers' Association 
of  1803  that  THE  ROADMASTER  AND  FOREMAN  was  i  Jdorsed  as  a  paper  devoted 
entirely  to  the  Maintenance  of  Way  Department  and  the  general  ad\ancement 
and  welfare  of  Trackmen,  and  as  th^  official  organ  of  that  association.  The 
American  Roadma^ters'  Association  at  its  convention  in  Chicago  last  year  also 
expressed  their  high  appreciation  of  the  valuable  work  done  by  J  HE  ROADMAS- 
TER AND  FOREMAN  to  improve  the  track  service,  and  as  I  heard  one  roadmaster 
say:  'We  should  lend  our  aid  to  the  upbuilding  of  this  paper  and  the  subse- 
quent betterment  of  tue  track  service.'  I  have  been  a  subscriber  to  this  paper 
since  1885.  and  I  must  say  that  I  have  derived  more  real  information  about  the 
practical  details  of  track  work  than  from  any  other  source,  and  I  attribute  what 
little  success  I  have  attained  in  the  past  to  the  assistance  of  THE  ROADMASTER 
AND  FOREMAN.  There  is  no  rnan,  I  care  not  who  he  may  be  or  how  welt  versed 
in  the  t-'ack  service,  but  what,  if  he  will  take  the  files  ot  THE  ROADMASTEB  AND 
FOREMAN  for  one-year  and  read  them  over  carefully,  will  be  benefited  more  than 
its  subscription  price." 

EAST  TENNESSEE     VIRGINIA    4    GEORGIA   RAILWAY 

"I  am  g'ad  I  am  permitted  to  live  in  this  age  of  progress.  *  *  *  * 
My  der.ire  ;s  to  get  out  of  the  o  d  rut  and  make  a  1  improvements 
we  c  in  as  rapidlv  as  possible,  get  th^  benefit  of  all  new  id^as.  and  teach  ourboys 
BO  they  will  not  have  to  teach  us  as  they  grow  up.  I  wou'd  advice  all  who  wish 
to  keep  poce  with  this  electric  age  to  subs-ribe  for  THE  ROADMASTEB  AND 
FOREMAN."— W.  K.  Marcer. 

DENVER,  TEXAS   A   FORT  WORTH   RAILWAY. 

•THE  ROADMASTER  AND  FOREMAN  is  a  very  artistic  and  neat  journal,  and 
contains  much  va  nab  e  and  instructive  information,  which  can  but  prove  of 
great  value  to  all  who  peruse  its  columns.  Letters  from  different  officia  sof  our 
great  railway  systems  of  this  country,  expressing  their  views  of  doing  work,  must 
be  of  incalcu'able  value  to  trackmen."— J.  B  Shea. 

Address  ROADMASTER  AND  FOREMAN,  91  -93  Jefferson  St.,  Chicago 


PRACTICAL.  SWITCH  WOKK. 

PEICE  $1.00,  PREPAID. 

Among  the  prominent  topics  treated  may  be  mentioned: 
General  Turn-outs;  the  Theory  of  Leads,  with  tables  for 
Frogs  and  Gages;  Stub  and  Split  Switches,  how  they  are  put 
in  and  lined  up;  analysis  of  curves  for  different  Frogs  and 
Guard  Rails,  and  methods  of  adjusting  them  properly;  also 
Cross-Over  Tracks,  Split-Switch  Crossings,  Split  Point  Frogs; 
Length  of  Lead  Rails,  adjustment  of  Stock  Rails,  Switch 
Stands,  Switch  Rods,  Head  Chairs,  Length  of  Switch  Tim- 
bers, etc.,  etc. 


WHAT  TRACKMEN  SAY  OP  "PRACTICAL  SWITCH  WORK":  ^^ 

I  like  «  'Practical  Switch  Work"  very  much,  and  think 
it  is  the  best  book  of  the  kind  ever  published.  It  ought  to 
be  in  the  hands  of  all  trackmen.  —  J.  H.  CONLAN,  Ass't.  R. 
M.,G.  N.  Ry 

fjovell's  "Practical  Switch  Work"  is  a  handy,  practical 
work.—  L.  C.  HOWES,  R.  M.,  U.  P.  Ry. 

I  cansider  it  the  best  work  of  the  kind  for  trackmen.  — 
F.  S.  BOWEN,  Asst.  R.  M.,  G.  R.  &  I.  Ry. 

The  book  is  rightly  named.  It  should  be  in  the  hands 
of  every  trackman.—  P.  W.  KELLOW,  R.  M.,  D.  &  H.  C.  Co. 

I  consider  it  of  great  value  to  trackmen.  —  J.  H.  CON- 
LAN,  Caldwell,  Kansas. 

I  am  well  pleased  with  it  —  J.  A.  ROLAND,  R.  M., 
C.  &  N.  W.  Ry. 

After  carefully  looking  over  "Practical  Switch  Work," 
by  Superintendent  D.  H.  Lovell,  I  can  say  it  meets  with  my 
approval,  and  I  think  every  man  directly  or  indirectly 
interested  in  switch  work  would  find  it  to  his  advantage  to; 
peruke  its  pages.  —  J.  H.  WHITED,  Superintendent  Southern 
PacificRy. 

jggT*     SENT  PREPAID  TO  ANY  ADDRESS  ON  RECEIPT  OF  PRICE,      ^j^l 

ADDRESS,  ROADMASTER  AND  FOREMAN, 

91    AND   93   JEFFERSON  STREET,    CHICAGO,    ILL. 


The  Trackman's  Helper 

Revised  Edition.     Price  $1.50,  Prepaid. 


What  Trackmen  Say  of  The  Trackman's  Helper. 

Louisville.  Evaisville  and  St.  Louis  Consolidated  Railroad. 

Editor  Roadmasler  and  Foreman — Your  Trackman's 
Helper  has  been  recommended  to  our  roadmasters.  I 
can  simply  say  to  you  that  it  is  a  good  thing  and  should 
be  in  every  roadmaster's  hands,  also  his  trackmen.  Of 
course,  there  are  some  things  about  it  that  an  engineer 
would  criticise,  as  I  do,  but  that  does  not  make  any  dif- 
ference, anyway;  bar  such  features  as  may  be  cut  out. 
You  have  simplified  the  matter  for  trackmen,  and  that  is 
what  is  best  to  be  done.  Yours  truly,  T.  A.  ALLEN. 

The  Missouri  Pacific  Railway  Company. 

Editor  Roadmaster  and  Foreman — I  like  the  Track- 
man's Helper  very  much,  and  I  think  it  is  the  best  book 
of  the  kind  ever  published.  The  book  is  rightly  named. 
I  consider  it  of  great  value  to  trackmen.  I  am  well 
pleased  with  it.  JACOB  PERRY. 

Chicago  and  Northwestern  Railway  Company. 

Editor  Roadmaster  and  Foreman — I  received  the 
Trackman's  Helper  and  have  perused  its  pages  thorough- 
ly, and  can  say  it  fills  a  long-felt  want  among  our  young 
foremen  and  also  section  men.  While  us  older  men  have 
learned  by  long  experience  and  hard  work  how  to  keep  a 
railroad  in  good  condition  at  a  nominal  cost,  without  any 
help  in  the  way  of  literature,  such  as  your  paper  and 
Trackman's  Helper  give,  I  have  recommended  these 
publications  to  all  my  foremen,  as  I  consider  them  the 
best  papers  and  book  published.  F.  W.  SPENCER. 

Wisconsin  Central  Railway. 

Editor  Roadmaster  and  Foreman — I  have  received 
the  Trackman's  Helper.  It  is  a  practical  book.  I  can 
say  it  meets  with  my  approval.  Every  trackman  should 
have  one.  Yours  truly,  *  F.  C.  BAKER,  R.  M. 


Address  ROADMASTER  AND  FOREMAN,  Pubs., 

,i  and  93  S.  Jefferson  St.,  Chicago,  III. 


The  Roadmaster  and  Foreman 

THE  AHERICAN  RAILWAY  TRACK  JOURNAL. 


I£  >*  TT  11     Y  E,  A 11 . 


PENNSYLVANIA  RAILWAY. 

"inclosed  you  will  find  $1.00  as  a  subscription  to  THE 
ROADMASTER  AND  FOKEMAN.  I  notice  a  great  many 
articles  of  interest  from  different  foremen  and  other 
writers.  I  like  your  paper  very  much,  and  think  it  should 
be  in  the  hands  of  every  foreman."  —  S.  S.  KUHN,  S.  F. 

C.,  R.  I.  &  P.  RAILWAY. 

"I  have  been  reading  your  valuable  journal  one  year, 
and  while  I  am  in  the  track  service  will  continue  to  do 
so,  for  saying  it  is  a  valuable  paper  is  not  doing  it  justice. 
Every  trackman  in  America  should  take  it."  —  W.  T. 
GIST,  S.  F. 

NORTHERN  PACIFIC  AND  MANITOBA  RY. 

"I  am  in  receipt  of  my  first  copy  of  THE  ROADMAS- 
TER AND  FOREMAN,  and  think  it  is  the  best  track  jour- 
nal I  have  ever  read.  I  am  only  sorry  I  did  not  get  it 
long  ago,  but  as  long  as  I  remain  in  the  track  service  I 
will  not  be  without  it.  It  is  both  interesting  and  instructive; 
just  whatevery  foreman  should  have."  —  J.  McPHAlL,S.  F. 

UNION  PACIFIC  RAILWAY. 

"After  carefully  reading  several  copies  of  your  journal. 
handed  me  by  a  friend,  will  say  that  it  is  the  strongest 
lever  of  light  and  knowledge  that  has  ever  been  present- 
ed to  trackmen.  It  is  the  very  thing  we  need  to  bring 
about  a  system  of  ideas  and  work.  Any  man  who  wishes 
to  follow  railroading  and  wants  advancement  and  im- 
provement should  subscribe  for  THE  ROADMASTER  AND 
FOREMAN  or  be  classed  as  a  drone  if  he  does  not."  — 
JOHN  MARCUS,  5.  F, 


Subscription  Price,  $1.00  Per  Year. 


Roadmaster  and  Foreman,  vi  &  w  Jefferson  St., 


YC 


5069!). 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


